^   "' '  *  '    'i  i ■  1  'a"  i 

■  t 

AUTHORIZED  EDlTiON.  V 


i5  m§  { 


THE  UNIVERSITY 
OF  ILLINOIS 
LIBRARY 

From  the  collection  of 
Julius  Doerner,  Chicago 
Purchased,  1918. 

656.25 

Am3Ss 

1897 


Return  this  book  on  or  before  the 
Latest  Date  stamped  below. 


University  of  Illinois  Library 


THE  UNIVERSITY 


OF  ILLINOIS 
LIBRARY 


From  the  collection  of 
Julius  Doerner,  Chicago 
Purchased,  1918. 

656.25 
Am35s 

1897 


1 


THE 

STANDARD  CODE 

OF  THE 

American  Railway  Association. 


TRAIN  RULES 

ADOPTED 
^ZPILIXi  14,  1887, 

With  Amendments  agreed  to  October  12, 1887;  April  10, 1889;  April  8, 
1891;  October  12, 1892;  April  18, 1895;  October, 17, 1895, 
and  April  7,  1897. 

AND 

BLOCK  SIGNAL  RULES 

ADOPTED 
-A.:PI^.IXJ   15,  1896. 


EIGHTH   EDITION,  MAY,  1897. 


2 


GENERAL  INDEX. 


PAGE 

Block  Signal  Rules,   109-137 

Decisions  of  Committee — Train  Rules,        .  145-162 

Explanatory  Notes— Block  Signal  Rules,        .  206 

Explanatory  Notes — Train  Rules,        .       .  140-144 

Form  of  Order  Putting  Rules  in  Effect    .       .  9 

General  Notice,   10 

General  Rules,   13 

Original  and  Amended  Readings  of  Rules,  etc. — 

Train  Rules,   163-205 

Train  Rules,   17-105 


A  ^rr  3 


INDEX. 


TRAIN  RULES. 

PAGE 

Amended  Readings  of  Rules,  etc.,    .       .       .  163-205 

Clearance  Card,   59 

Decisions  of  Committee,  .....  145-162 
Diagrams — Hand  and  Lamp  Signals,  .  .  67-70 
Diagrams — Manner  of  Using  Signals,       .       .  73-105 

Explanatory  Notes,  140-144 

Forms  of  Train  Orders,  .  .  .  .  .  49-58 
Original  and  Amended  Readings  of  Rules,  etc.,  163-205 
Pilot  (Definition  of  the  Duties  and  Authority  of ) ,  162 
Questions  and  Decisions,  ....  145-162 
Rules  for  the  Movement  of  Trains  by  Telegraphic 

Orders,  37-45 

Signal  Rules,  20-26 

Bell-Cord  Signals   23-24 

Fixed  Signals,         .....  24-25 

Lamp  Signals,     ......  24  " 

Rules  Governing  the  Use  of  Signals,     .        .  25-26 

Signals,  Colors,  Implements,  etc.,    .        .        .  20-21 

Train  Signals,         .....  21-22 

Whistle  Signals,   22-23 

Standard  Time,   17 

Time-Tables,   18-19-20 

Train  Order  Blanks,          .       .       .       .  .  60-63 

Train  Rules,   26-33 

Classification  of  Trains,     ....  26-27 

Movement  of  Trains,    .....  27-33 

Watch  Inspector's  Certificate,  ....  17-18 

702097 


4 


INDEX.— Continued. 


BLOCK  SIGNAL  RULES. 


PAGE 

Automatic  Block  System,       ....  135-137 

Kequisites  of  Installation,  ....  135 
Rules,  .       .  '  136-137 

Block  Signal  Rules — 
Automatic  Block  System,     ....  136-137 
Controlled  Manual  Block  System,    .       .  123-131 
Telegraph  Block  System,      ....  114-118 
Block  Signaling — Definitions,      .       .       .  109 
Controlled  Manual  Block  System,    .       .       .  121-131 
Requisites  of  Installation,  ....  121-122 
Rules  for  Enginemen  and  Trainmen,  .        .  130-131 
Rules  for  Signalmen,          ....  124-129 
Signals   123 

Definitions — Block  Signaling,      .       .       .  109 

Explanatory  Notes,   206 

Telegraph  Block  System,     ....  113-118 

Requisites  of  Installation,        .        .        .  113 

Rules  for  Enginemen  and  Trainmen,      .        .  117-118 

Rules  for  Signalmen,      .        .        .  114-117 

Signals,                   .        .        .        .        .  114 


OFFICERS  OF  THE  ASSOCIATION, 

Elected  April  7,  1897. 


E.  T.  D.  MYERS,  President,     .  . 
E.  B.  THOMAS,  First  Vice-President, 


Eichmond,  Va. 
.  New  York. 


C.  W.  BRADLEY,  Second  Vice-President, .  .  Weehawken,  N.  J. 
W.  F.  ALLEN,  Secretary  24  Park  Place,  New  York. 

EXECUTIVE  COMMITTEE. 

r  E.  T.  D.  Myees,  President  Rich.  Fred.  &  Potomac  R.R. 
Ex  Officio  \  E.  B.  Thomas,  President  Erie  R.R. 

[  C.  W.  Bradley,  Gen.  Superintendent  West  Shore  R.R. 

Jos.  Rajisey,  Jr.,  Vice-President  and  Gen.  Manager  Wabash  R.R. 

'  St.  Louis,  Mo. 

J.  Q.  Van  Winkle,  Gen.  Supt.  C.  C.  C.  &  St.  L.  Ry.,  Indianapolis,  Ind. 

Terms  expire  April,  1898. 

W.  H.  Baldwin,  Jr.,  President  Long  Island  R.R., 

Long  Island  City,  N.  Y. 
RoLLiN  H.  Wilbur,  Gen.  Superintendent  Lehigh  Valley  R.R. , 


T.  N.  Ely,  Chief  of  Motive  Power  Pennsylvania  R.R., 

Philadelphia,  Pa. 

G.  R.  Brown,  Gen.  Superintendent  Fall  Brook  Ry.,    Corning,  N.  Y. 
Terms  expire  April,  1900, 


South  Bethlehem,  Pa. 


Terms  expire  April,  1899. 


6 


ORiaiNAL  ENDORSEMENT. 

{Jnhj,  1889.) 

This  edition  of  ''Uniform  Train  Rules  and  Rules 
for  the  Movement  of  Trains  by  Telegraphic  Orders" 
is  hereby  approved  as  the  authorized  Standard 
Code^  adopted  by  the  General  Time  Convention. 

K.  H.  Wade, 
E.  B.  Thomas,        D.  J.  Chase, 
C.  D.  GoRHAM,       M.  S.  Belknap, 
J.  T.  Harahan,      H.  B.  Stone, 
H.  Walters,  R.  Pitcairn, 


COMMITTEE  ON  TRAIN  RULES. 

R.  Pitcairn,  Chairman, 

J.  C.  MooRHEAD,  Gen.  Supt.  Ohio  Div.,  Erie  R.R.,        Cleveland,  O. 
C.  W.  Bradley,  Gen.  Supt.  West  Shore  R.R.,      Weehawken,  N.J. 
W.  G.  Collins,  Gen.  Supt.  Chic.  Mil.  &  St.  Paul  Ry.,     Chicago,  111. 
Tei'ms  exjnre  AjMl,  1898. 

A.  W.  Sullivan,  Gen.  Supt.  Illinois  Central  R.R.,  Chicago,  111. 
F.  C.  Rice,  Supt.  Illinois  Lines  C.  B.  &  Q.  Ry.,  Galesburg,  111. 

J.  R.  Kenly,  Gen.  Manager  Atlantic  Coast  Line,  Wilmington,  N.  C. 
Terms  exjnre  AjMl,  1899. 

R.  Pitcairn,  Gen.  Agent  and  Supt.  Pittsburgh  Div.  Penna.  R.R., 

Pittsburgh,  Pa. 

W.  D.  EwiNG,  Gen.  Superintendent  Fitchburg  R.R.,  Boston,  Mass. 
Tiios.  Tait,  Assistant  Gen.  Manager  Canadian  Pacific  Ry., 

Montreal,  Can. 

Terms  expire  Aj)riU  1900. 


7 


COMMITTEE  ON  SAFETY  APPLIANCES. 

C.  II.  Platt,  Chairman. 

C.  E.  SciiAFF,  Gen.  Manager  Cleve.  Gin.  Chic.  &  St.  Louis  Ry., 

Cincinnati,  O. 

E.  C.  Carter,  Prin.  Asst.  Engineer  Chicago  &  N.  W.  Ry.,  Chio*ago,  111. 
A.  T.  Dice,  Supt.  Shamokin  Div.,  Phila.  &  Read.  Ry.,  Shamokin,  Pa. 

Tei^ms  exjnre  October,  1897. 

Geo.  W.  Stevens,  Gen.  Manager  Ches.  &  Ohio  Ry.,    Richmond,  Ya. 
T.  N.  Ely,  Chief  of  Motive  Powder  Penna.  R.R.,     Philadelphia,  Pa. 
C.  D.  Hammond,  Superintendent  Del.  &  Hud.  R.R.,      Albany,  N.  Y. 
Terms  expire  October,  1898. 

C.  H.  Platt,  Gen.  Supt.  N.  H.  System,  N.  Y.  N.  H.  &  H.  R.R., 

New  Haven,  Conn. 

W.  F.  Merrill,  Second  Vice-President  Erie  R.R.,  New  York. 

Geo.  B.  Leighton,  President  Los  Angeles  Terminal  Ry., 

St.  Louis,  Mo. 

Terms  expire  October,  1899. 


JOINT  COMMITTEE  ON  INTERLOOKINa  AND  BLOCK  SIGNALS 

The  Committee  on  Train  Rules. 

The  Committee  on  Safety  Applia:  ces. 


CONFERENCE  COMMITTEE. 

(On  rules  which  involve  consideration  by  more  than  one  of  the 
three  committees  of  which  its  members  are  composed.) 

C.  H.  Platt,  Chairman. 

J.  G.  Metcalfe,  ^ 

S.  M.  Prevost,      y  Of  Committee  on  General  Regulations  for  Eni2)loyes. 

T.  A.  MACKINNON,  J 

ROBT.  PiTCAIRN,  1 

C.  W.  Bradley,  V  Of  Committee  on  Train  Rules. 

A.  W.  Sullivan,  J 

C.  H.  Platt,  1 

W.  F.  Merrill,  V  Of  Committee  on  Safety  Appliances. 

G.  W.  Stevens,  J 


8 

The  following  report  was  submitted  to  the  Association 
at  its  meeting  on  April  15,  1896,  and  was  adopted  : 

"  The  committee  appointed  to  consider  the  question  of 
the  assignment  of  numbers  to  the  rules  of  the  Standard 
Code  would  suggest  the  consideration  of  the  Association 
of  the  following,  viz.  : 

1  to  800— General  Regulations  for  Employes. 
301  to  500— Train  Rules. 
501  to  600— Telegraph  Block. 
601  to  700— Controlled  Manual  Block. 
701  to  800— Automatic  Block. 
801  to  900— Interlocking. 

J.  G.  Metcalfe, 
Robert  Pitcairn, 
E.  T.  D.  Myers, 

Committee.''' 

At  the  meeting  held  on  April  7,  1897,  the  following 
amendment  to  the  above  assignment  of  numbers  was 
adopted  by  the  Association  : 

1  to  50 — General  Rules. 
51  to  300— General  Regulations  for  Employes. 
The  remaining  portion  of  the  numbers  previously 
assigned  as  before. 

Number  of  rules  in  the  classes  referred  to  above,  now 


adopted  and  printed  in  the  Code : 

General  Rules   12 

General  Regulations  for  Em^Dloyes   

Train  Rules  126 

Telegraph  Block   23 

Controlled  Manual  Block  39 

Automatic  Block   7 

Interlocking   


207 


{Form  of  order  putting  rules  in  effect.) 

The  rules  herein  set  forth  will  govern  the  railroads 

operated  by  the  Company,  and  shall 

take  effect  ,  superseding  all  prior  rules 

and  instructions  inconsistent  therewith. 

Special  instructions  may  be  issued  by  proper  authority. 


10 


GENERAL  NOTICE. 

To  enter,  or  remain  in,  the  service  is  an  assurance  of 
willingness  to  obey  the  rules. 

Obedience  to  the  rules  is  essential  to  the  safety  of  pas- 
sengers and  employes,  and  to  the  protection  of  property. 

Successful  service  requires  the  courteous,  intelHgent 
and  faithful  discharge  of  duty.  To  obtain  promotion 
capacity  must  be  shown  for  increased  responsibility. 

Employes  are  advised  that,  in  accepting  employment, 
they  assume  the  accompanying  risks,  and  are  expected 
to  look  after,  and  be  responsible  for,  their  own  safety, 
as  well  as  to  exercise  tlie  utmost  caution  to  avoid  injury 
to  others. 


General  Notice.    See  paj^e  103. 


GENERAL  RULES. 


18 


GENERAL  RULES. 

1.  E  Toployes  wliose  duties  are  prescribed  by  these  rules 
must  provide  themselves  with  a  copy. 

2.  Special  instructions,  given  by  proper  authority, 
must  be  observed  while  in  force. 

8.  Employes  are  required  to  be  conversant  witli,  and 
obey  the  rules  and  special  instructions.  If  in  doubt  as 
to  their  meaning  they  must  apply  to  the  proper  authority 
for  an  explanation. 

4.  Employes  must  pass  the  required  examinations. 

5.  Persons  employed  in  any  service  on  trains  are  sub- 
ject to  the  rules. 

6  Employes,  while  on  duty,  must  wear  the  prescribed 
badge  or  uniform  and  be  neat  in  appearance. 

7.  The  use  of  intoxicants,  while  on  duty,  is  prohibited. 
Their  habitual  use,  or  the  frequenting  of  places  where 
they  are  sold,  is  sufficient  cause  for  dismissal. 

8.  The  use  of  tobacco  by  employes  when  in  or  about 
passenger  stations,  or  by  passenger  trainmen  when  on 
duty  is  prohibited. 

9.  Persons  authorized  to  transact  business  at  stations 
or  on  trains  must  be  required  to  conduct  themselves  in 
a  quiet  and  orderly  manner,  without  annoyance  to  pas- 
sengers. 

10.  In  case  of  danger  to  the  Company's  property  em- 
ployes must  unite  to  protect  it. 

11.  Employes  must  render  all  the  assistance  in  their 
power  in  carrying  out  the  rules  and  special  instructions. 

13.  Any  violation  of  the  rules  must  be  reported. 


Rules  1-1^.   See  pages  103-167. 


TRAIN  RULES. 


17 


STANDARD  TIME. 

312.  Observatory  Standard  Time  is  the  only  recognized 

standard,  and  will  be  transmitted  from  

 Observatory  to  the  designated  offices. 

313.  The  Standard  Time  will  be  telegraphed  to  all 

points  from  the  designated  offices  at   m. 

(Eastern,  Central,  Mountain  or  Pacific  time),  daily. 

314.  Certain  clocks  will  be  designated  as  Standard 
Clocks. 

315.  Conductors  and  enginemen  must  not  take  time 
from  any  clock  unless  it  is  designated  as  a  Standard 
Clock. 

316.  Each  conductor  and  engineman  must  have  a  reli- 
able watch  which  has  been  examined  and  certified  to 
on  a  prescribed  form,  by  a  designated  inspector,  and 

must  file  such  certificate  with  the  before  he  is 

allowed  to  go  on  duty.  Watches  must  be  examined 
and  certificates  renewed  every  . 

(Form  of  Certificate.) 

CERTIFICATE  OF  WATCH  INSPECTOR. 

This  to  certify  that  on   15  

the  watch  of   

employed  as  

on  the  R  

has  been  examined  and  found  to  be  a  reliable  and  accurate 
time-piece,  and  in  such  repair  as  will,  in  my  judgment, 

Rules  301-311.   Omitted.   See  Rules  1  to  12  ;  also  pages  103-107. 
Rule  313.   See  Note  on  page  140 ;  also  page  107. 
Rule  314.   See  page  167.  Rule  315.   See  page  108. 

Ilule  316.   See  Note  on  page  140 ;  also  pages  108  and  109. 


18 


with  proper  usage,  enable  it  to  run  within  a  variation 
not  to  exceed  thirty  seconds  per  week. 

Name  of  Maker  

Brand  

Number  of  Movement  

Gold  or  Silver    

Open  or  hunting  case  

Stem  or  key  winding  

Signed, 

Inspector. 

Address  

317.  Each  conductor  and  engineman  must  compare  his 
watch  with  the  designated  Standard  Clock  before  start- 
ing on  each  trip,  and  register  his  name  and  the  time  he 
compared  his  watch  on  a  prescribed  form. 

318.  Conductors  and  enginemen  whose  duties  prevent 
them  from  having  access  to  a  Standard  Clock  must  com- 
pare their  watches  daily  with  those  of  conductors  and 
enginemen  who  have  Standard  Time,  and  have  registered 
as  provided  in  Eule  317. 

TIME-TABLES. 

319.  A  Time-table  is  the  general  law  governing  the 
time  of  all  regular  trains  at  all  stations.  The  times  given 
for  each  train  on  the  Time-table  is  the  Schedule  of  such 
train. 

320  (A).  Each  Time-table  from  the  moment  it  takes 
effect  supersedes  the  preceding  Time-table  and  all 
special  instructions  relating  thereto. 

320  (B).  Each  Time-table,  from  the  moment  it  takes 

Rule  317.   See  Decision  of  Committee,  page  145 ;  also  page  160. 
Rule  318.   See  page  170.  Rule  319.   See  page  170. 

Rule  320  (A),  (B),  (C).  See  Note  on  page  140  and  Decision  of  Com- 
mittee, page  145  ;  also  pages  170  and  171. 


19 


effect,  supersedes  the  preceding  Time-table  and  all 
special  instructions  relating  thereto.  A  train  of  the 
preceding  Time-table  shall,  unless  otherwise  directed, 
take  the  time  and  rights  of  the  train  of  the  same 
number  on  the  new  Time-table. 

A  train  of  the  new  Time-table  which  has  no  corre- 
sponding number  on  the  preceding  Time-table  shall  not 
run  until  it  is  due  to  start  from  its  initial  point  on  any 
division  after  the  Time-table  takes  effect. 

320  (C).  Each  Time-table,  from  the  moment  it  takes 
effect,  supersedes  the  preceding  Time-table  and  all 
special  instructions  relating  thereto.  A  train  of  the 
preceding  Time-table  loses  its  rights,  and  can  thereafter 
proceed  only  by  special  orders. 

A  train  of  the  new  Time-table  is  one  which  is  due  to 
start  from  its  initial  point,  on  any  division,  after  the 
Time-table  takes  effect. 

321.  Upon  the  Time-table  not  more  than  two  sets  of 
figures  are  shown  for  a  train  at  any  point.  When  two 
times  are  shown,  the  earlier  is  the  arriving  time  and  the 
later  the  leaving  time.  When  one  time  is  shown  it  is 
the  leaving  time  unless  otherwise  indicated. 

Regular  meeting  or  passing  points  are  indicated  on 
the  time-table  by  figures  in  full-faced  type. 

Both  the  arriving  and  leaving  time  of  a  train  are  in 
full-faced  type  when  both  are  meeting  or  passing 
times,  or  when  one  or  more  trains  are  to  meet  or  pass  it 
between  those  times. 

Where  there  are  more  trains  than  one  to  meet  or  pass 
a  train  at  any  point,  attention  is  called  to  it  by  . 

In  all  cases  trains  are  required  to  clear  and  follow  as 
per  Rules  385  to  390  inclusive. 

322.  On  the  Time-table  the  words  ''daily,"  ''daily,  ex- 
Rule  321.   See  Note  on  page  140  ;  also  paji^es  171,  172  and  173. 
Rule  322.   See  Note  on  page  140  ;  also  Decision  of  Committee,  page 

146 ;  also  page  173. 


20 


cept  Sunday,"  etc.,  printed  at  the  head  and  foot  of  the 
schedule  of  a  train,  indicate  when  it  shall  run.  The 
following  signs  placed  before  the  figures  indicate  : 

a  g  5? — regular  stop  (or  the  same  may  be  designated  by 
the  different  styles  of  type  used) : 

"f" — stop  on  signal  to  receive  or  discharge  passen- 
gers or  freight : 

^'  If "  stop  for  meals. 

Trains  are  designated  by  numbers  and  their  class  indi- 
cated on  the  Time-tables. 

SIGNAL  RULES. 

SIGNALS. 

323.  All  employes  whose  duties  may  require  them  to 
give  signals,  must  provide  themselves  with  the  proper 
appliances,  and  keep  them  in  good  order  and  always 
ready  for  immediate  use. 

324.  Flags  of  the  proper  color  must  be  used  by  day, 
and  lamps  of  the  proper  color  by  night  or  whenever 
from  fog  or  other  cause  the  day  signals  cannot  be 
clearly  seen. 

325.  Red  signifies  danger,  and  is  a  signal  to  stop. 

326.  Green  signifies  caution,  and  is  a  signal  to  go 
slowly. 

327.  White  signifies  safety,  and  is  a  signal  to  go  on. 

328.  Green  and  white  is  a  signal  to  be  used  to  stop 
trains  at  flag  stations  for  passengers  or  freight. 

329.  Blue  is  a  signal  to  be  placed  on  a  car  or  an  engine 
to  forbid  its  being  moved. 

330.  A  torpedo,  placed  on  the  top  of  the  rail,  is  a  signal 
to  be  used  in  addition  to  the  regular  signals. 

Rule  323.  See  page  178.  Rule  325.   See  pa^?e  174. 

Rule  32C.  See  answer  of  Committee,  page  146,  and  T>Hge  171. 

Rule  327.  See  page  17'4. 

Rule  328.  See  Decision  of  Committee,  page  146. 

Rule  329.  See  page  174.  Rule  330.    See  page  174.  ^ 


21 


The  explosion  of  one  torpedo  is  a  signal  to  stop  im- 
mediately ;  the  explosion  of  two  torpedoes  not  more 
than  200  feet  apart  is  a  signal  to  reduce  speed  imme- 
diately, and  look  out  for  a  danger  signal. 

331.  A  fusee  is  a  signal  which  may  be  used  in  addition 
to  the  torpedoes  or  other  signals. 

833.  A  flag  or  lamp  swung  across  the  track,  a  hat  or 
any  object  waved  violently  by  any  person  on  the  track, 
signifies  danger,  and  is  a  signal  to  stop. 

TRAIN  SIGNALS. 

333.  A  train,  while  running,  must  display  two  green 
flags  by  day  and  two  green  lights  by  night,  one  on  each 
side  of  the  rear  of  the  train,  as  Markers,  to  indicate  the 
rear  of  the  train.   Yard  engines  will  not  display  Markers. 

334.  A  train  running  after  sunset,  or  when  obscured 
by  fog  or  other  cause,  must  display  the  head-light  in 
front,  and  two  or  more  red  lights  in  the  rear.  Yard 
engines  must  display  two  green  lights  instead  of  red, 
except  when  provided  with  a  head-light  on  both  front 
and  rear. 

335.  Each  car  on  a  passenger  train  w^hile  running  must 
be  in  communication  with  the  engine  by  a  bell-cord  or 
an  equivalent  appliance. 

336.  Two  green  flags  by  day  and  night  and,  in  addition, 
two  green  lights  by  night,  displayed  in  the  places  pro- 
vided for  that  purpose  on  the  front  of  an  engine,  denote 
that  the  train  is  followed  by  another  train,  running  on 
the  same  schedule  and  entitled  to  the  same  time-table 
rights  as  the  train  carrying  the  signals. 

337.  Two  w^hite  flags  by  day  and  night  and,  in  addition, 
two  white  lights  by  night,  displayed  in  the  places  pro- 

Kulc3;31.   See  page  174.  Kule  333.   See  page  175. 

Rule  334.   See  pages  162  and  175.  Rule  335.   See  page  175. 

Rules  336  and  337.   See  pages  146  and  147 ;  also  pages  175  and  176. 


22 


vided  for  that  purpose  on  the  front  of  an  engine,  denote 
that  the  train  is  an  extra.  These  signals  must  be  dis- 
played by  all  extra  trains,  but  not  by  yard  engines. 

338.  A  blue  flag  by  day  and  a  blue  light  by  night, 
placed  on  or  at  the  end  of  a  car,  engine  or  train,  denote 
that  workmen  are  at  work  under  or  about  the  car,  engine 
or  train.  The  car,  engine  or  train  thus  protected  must 
not  be  coupled  to  or  moved  untd  the  blue  signal  is  re- 
moved by  the  person  who  placed  it. 

When  a  car,  engine  or  train  is  protected  by  a  blue  sig- 
nal, other  cars  must  not  be  placed  in  front  of  it,  so  the 
blue  signal  will  be  obscured,  without  first  notifying  the 
workman,  that  he  may  protect  himself. 

WHISTLE  SIGNALS. 

339.  One  long  blast  of  the  whistle  (thus,   )  is  the 

signal  for  approaching  stations,  railroad  crossings  and 
junctions. 

340.  One  short  blast  of  the  whistle  (thus,  — )  is  the 
signal  to  apply  the  brakes — stop. 

341.  Two  long  blasts  of  the  whistle  (thus,  ) 

is  the  signal  to  throw  off  the  brakes. 

342.  Two  short  blasts  of  the  whistle  (thus,  -  -)  is  an 
answer  to  any  signal,  except  "  train  parted." 

343.  Three  long  blasts  of  the  whistle  (thus,  

 ),  to  be  repeated  until  answered  as  provided  in  Rule 

No.  362,  is  a  signal  that  the  train  has  parted. 

344.  Three  short  blasts  of  the  whistle  (thus,  ),  when 

the  train  is  standing  (to  be  repeated  until  answered,  as 
provided  in  Rule  No.  361)  is  a  signal  that  the  train  will 
back. 

Rule  338.   See  page  170.  Rule  339.    See  page  176. 

Rule  MO.    See  page  177.  -  Rule  341.    See  page  177. 

Rule  342.   See  answer  of  Committee,  page  147  ;  also  page  177. 
Rule  343.   See  page  177.  Rule  344.   See  page  177. 


23 


345.  Four  long  blasts  of  the  whistle  (thus,  

 )  is  the  signal  to  call  in  a  flagman  from  the 

west  or  south. 

Four  long  followed  by  one  short  blast  of  the  whistle 
(thus,  )  is  the  signal  to  call  in  a  flag- 
man from  the  east  or  north. 

346.  Four  short  blasts  of  the  whistle  (thus,  )  is 

the  engineman's  call  for  signals,  from  switch  tenders, 
watchmen,  trainmen  and  others. 

347.  Five  short  blasts  of  the  whistle  (thus,  )  is 

a  signal  to  the  flagmen  to  go  back  and  protect  the  rear 
of  the  train. 

348.  One  long  followed  by  two  short  blasts  of  the 

whistle  (thus,  )  is  a  signal  to  be  given  by  trains 

on  single  track,  when  displaying  signals  for  a  following 
train,  to  call  the  attention  of  trains  of  the  same  or 
inferior  class  to  the  signals  displayed. 

349.  Two  long,  followed  by  two  short,  blasts  of  the 
whistle  (thus,  )  is  the  signal  for  approach- 
ing road  crossings  at  grade. 

350.  A  succession  of  short  blasts  of  the  whistle  is  an 
alarm  for  persons  or  cattle  on  the  track,  and  calls  the 
attention  of  trainmen  to  danger  ahead. 

BELL-CORD  SIGNALS. 

351.  One  tap  of  the  signal-bell,  when  the  train  is 
standing,  is  the  signal  to  start. 

352.  Two  taps  of  the  signal-bell,  when  the  train  is 
running,  is  the  signal  to  stop  at  once. 

303.  Two  taps  of  the  signal-bell,  w^hen  the  train  is 
standing,  is  the  signal  to  call  in  the  flagman. 

Rule  345.  See  page  177.  Rule  346.  See  page  177. 

Rule  347.  See  page  178.  Rule  348.  See  page  178. 

Rule  349.  See  page  178.  Rule  350.  See  page  178. 

Rule  351.  See  page  178.  Rule  352.  See  page  178. 

Rule  353.  See  page  178. 


24 


354.  Three  taps  of  the  signal-bell,  when  the  train  is 
running,  is  the  signal  to  stop  at  the  next  station. 

355.  Three  taps  of  the  signal-bell,  when  the  train  is 
standing,  is  the  signal  to  back  the  train. 

356.  Four  taps  of  the  signal-bell,  when  the  train  is 
running,  is  the  signal  to  reduce  speed. 

357.  When  one  tap  of  the  signal-bell  is  heard  while 
a  train  is  running,  the  engineman  must  immediately 
ascertain  if  the  train  is  parted,  and,  if  so,  be  governed 
by  Rule  No.  403. 

358.  Signals  of  the  same  number  of  sounds  shall  have 
the  same  significance  when  given  by  other  appliances 
than  bell- cords  and  signal-bells. 

LAMP  SIGNALS. 

359.  A  lamp  swung  across  the  track  is  the  signal  to 
stop. 

360.  A  lamp  raised  and  lowered  vertically  is  the  signal 
to  move  ahead. 

361.  A  lamp  swung  vertically  in  a  circle  across  the 
track,  when  the  train  is  standing,  is  the  signal  to  move 
back. 

362.  A  lamp  swung  vertically  in  a  circle  at  arm's 
length  across  the  track  when  the  train  is  running,  is  the 
signal  that  the  train  has  parted. 

363.  A  flag,  or  the  hand,  moved  in  any  of  the  direc- 
tions given  above,  will  indicate  the  same  signal  as  given 
by  a  lamp. 

FIXED  SIGNALS, 

364.  Fixed  signals  are  placed  at  junctions,  railroad 
crossings,  stations  and  other  points  as  required.  Special 


Rule  354.  See  pa^e  178. 

Rule  356.  See  pa^?e  178. 

Rule  361.  See  pa^e  179. 

Rule  364.  See  paj?e  179. 


Rule  355. 
Rule  357. 
Rule  362. 


See  page  178. 

See  pages  178  and  179. 

See  page  179. 


25 


instructions  will  be  issued  indicating  their  position  and 
use. 

RULES  GOVERNING  THE  USE  OF  SIGNALS. 

365.  A  signal  imperfectly  displayed,  or  the  absence  of 
a  signal  at  a  place  where  a  signal  is  usually  shown, 
must  be  regarded  as  a  danger  signal,  and  the  fact  re- 
ported to  the  Superintendent. 

366.  The  unnecessary  use  of  either  the  whistle  or  the 
bell  is  prohibited.  They  will  be  used  only  when  required 
by  rule  or  law,  or  when  necessary  to  prevent  accident. 

367.  (Omitted). 

368.  When  a  danger  signal  (except  a  fixed  signal)  is 
displayed  to  stop  a  train,  it  must  be  acknowledged  as 
provided  in  Rule  No.  342. 

369.  The  engine-bell  must  be  rung  before  an  engine  is 
moved. 

370.  The  engine-bell  must  be  rung  for  a  quarter  of  a 
mile  before  reaching  every  public  road  crossing  at  grade, 
and  until  it  is  passed  ;  and  the  whistle  must  be  sounded 
at  all  whistling-posts. 

371.  When  two  or  more  engines  are  coupled  to  the 
head  of  a  train,  the  leading  engine  only  shall  display  the 
signals  as  provided  in  Rules  Nos.  336  and  337. 

372.  One  flag  or  light  displayed  as  provided  in  Rules 
Nos.  336  and  337  will  be  regarded  the  same  as  if  two  were 
displayed  ;  but  conductors  and  enginemen  will  be  held 
responsible  for  the  proper  display  of  all  train  signals. 

373.  When  a  train  is  being  pushed  by  an  engine  (except 
when  shifting  and  making  up  trains  in  yards)  a  white 
light  must  be  displayed  on  the  front  of  the  leading  car  at 
night,  or  when  the  train  is  obscured  by  fog  or  other  cau^e. 

Rule  3GC.   See  page  179.  Rule  367.   See  page  180. 

Rule  369.   See  page  180.  Rule  370.   See  page  180. 

Rule  372.   See  page  180, 


26 


374.  When  a  train  turns  out  to  meet  or  be  passed  by 
another  train  the  red  Kghts  must  be  removed  and  green 
displayed  as  soon  as  the  track  is  clear,  but  the  red  must 
again  be  displayed  before  returning  to  its  own  track. 

Head-lights  on  engines,  when  on  side  tracks,  must 
be  covered  as  soon  as  the  track  is  clear  and  train  has 
stopped,  and  also  when  standing  at  the  end  of  double 
track. 

375.  The  combined  green  and  white  signal  is  to  be  used 
to  stop  a  train  only  at  the  flag  stations  designated  by  the 
schedule  of  that  train.  When  it  is  necessary  to  stop  a 
train  at  a  point  that  is  not  a  flag  station  for  that  train,  a 
red  signal  must  be  used. 

876.  White  signals  must  be  used  by  watchmen  at  public 
road  and  street  crossings  to  prevent  persons  and  teams 
from  crossing  when  trains  are  approaching.  Danger 
signals  must  be  used  only  when  necessary  to  stop  trains. 

377.  (Omitted.) 

378.  (Omitted.) 

TRAIN  RULES. 

CLASSIFICATION  OF  TRAINS. 

379.  Whenever  the  word  train  is  used  it  must  be  under- 
stood to  include  an  engine  in  service  with  or  without  cars, 
equipped  with  signals  as  provided  in  Rules  333  and  334. 
Regular  trains  are  those  represented  on  the  Time-table, 
and  may  consist  of  one  or  more  sections.  All  sections 
of  a  train,  except  the  last,  must  display  signals  as  pro- 
vided in  Rule  No.  336.  Extra  trains  are  those  not  repre- 
sented on  the  Time-table. 

380.  All  regular  trains  are  classified  on  the  Time-table 
with  regard  to  their  priority  of  right  to  the  track  ;  trains 

Rule  374.  See  page  148,  and  also  pages  180  and  181. 

Rule  375.  See  Decision  of  Committee,  page  140. 

Rule  376.  See  Note  on  page  141.        Rule  377.   See  page  181. 

Rule  378.  See  page  181.  Rule  379.   See  pages  181  and  182, 

Rule  380.  See  page  182. 


27 


of  the  first  class  being  superior  to  those  of  the  second 
and  all  succeeding  classes,  and  trains  of  the  second  class 
being  superior  to  those  of  the  third  and  all  succeeding 
classes  ;  and  so  on  indefinitely. 

381.  Extra  train^  may  be  distinguished  as  : 

Passenger  Extra ; 
Freight  Extra ; 
Work  Train  Extra. 

382.  All  extra  trains  are  of  inferior  class  to  all  regular 
trains  of  whatever  class. 

MOVEMENT  OF  TRAINS. 

383.  A  train  of  inferior  class  must  in  all 
cases  keep  out  of  tlie  way  of  a  train  ot 
superior  class. 

384.  On  single  track,  all  trains  in  one  direction,  speci- 
fied in  Time-table,  have  the  absolute  right  of  track  over 
trains  of  the  same  class  running  in  the  opposite  direction. 

385.  When  trains  of  the  same  class  meet  on  single 
track,  the  train  not  having  right  of  track  must  take  the 
siding  and  be  clear  of  the  main  track  before  the  leaving 
time  of  the  opposing  train ;  but  such  train  must  not  pass 
the  switch  to  back  in  on  a  siding  until  after  the  arrival 
of  the  opposing  train,  unless  otherwise  directed  by 
special  instructions.  When  necessary  to  back  in  on  the 
siding,  before  passing  the  switch,  a  flagman  must  be 
sent  out  in  the  direction  of  the  opposing  train  as  per 
Rule  No.  399. 

386.  When  a  train  of  inferior  class  meets  a  train  of 
superior  class  on  single  track,  the  train  of  inferior  class 
must  take  the  siding  and  clear  the  train  of  superior  class 

Rule  381.   See  page  182.  Rule  384.   See  pages  148  and  149. 

Rule  385.   See  Note  on  page  141 ;  also  page  149. 
Rule  386.   See  Note  on  page  141 ;  also  Decision  of  Committee,  page 
149  ;  also  pages  182  and  183. 


28 


five  minutes.  A  train  of  inferior  class  must  keep  five 
minutes  off  the  time  of  a  train  of  superior  class  follow- 
ing it. 

A  first-class  train  must  not  arrive  at  a  station  where 

only  the  leaving  time  is  shown  more  than  minutes 

in  advance  of  its  schedule  leaving  time. 

387.  A  train  must  not  leave  a  station  to  follow  a  pas- 
senger train  until  five  minutes  after  the  departure  of 
such  passenger  train,  unless  some  form  of  block  signal 
is  used. 

388.  Passenger  trains  following  each  other  must  keep 
not  less  than  five  minutes  apart,  unless  some  form  of 
block  signal  is  used. 

389.  Freight  trains  following  each  other  must  keep  not 
less  than  five  minutes  apart  (except  in  closing  up  at 
stations  or  at  meeting  and  passing  points)  unless  some 
form  of  block  signal  is  used. 

390.  A  train  must  not  leave  a  station  expecting  to  meet 
or  to  be  passed  at  the  next  station  by  a  train  having  the 
right  of  track,  unless  it  has  ample  time  to  reach  such 
station,  and  clear  the  track  as  per  Rules  Nos.  385  and  386. 

391.  A  train  not  having  right  of  track  must  be  en- 
tirely clear  of  the  main  track  by  the  time  it  is  required 
by  rule  to  clear  an  opposing  train  or  a  train  running  in 
the  same  direction ;  failing  to  do  so,  it  must  be  imme- 
diately protected,  as  provided  in  Rule  No.  399. 

^92.  Except  at  meeting  or  passing  points,  as  provided 
in  Rules  Nos.  385  to  391,  inclusive,  a  train  must  not 
arrive  at  a  station  in  advance  of  its  schedule  arriving 
time,  when  shown. 

A  train  must  not  leave  a  station  in  advance  of  its 
schedule  leaving  time. 

Kule  389.   See  Note  on  pa^jre  142. 

Rule  390.   See  Note  on  page  142 ;  also  page  183. 

Kule  392.    See  page  183, 


29 


393.  All  trains  must  stop  at  schedule  meeting  or  pass- 
ing points  on  single  track,  if  the  train  to  be  met  or  passed 
is  of  the  same  class,  unless  the  switches  are  plainly  seen 
to  be  right  and  the  track  clear.  The  point  at  which  a 
train  should  stop  is  the  switch  used  by  the  train  to  be 
met  or  passed  in  going  on  the  siding. 

When  the  expected  train  of  the  same  class  is  not  found 
at  the  schedule  meeting  or  passing  point,  the  train  hav- 
ing right  of  track  must  approach  all  sidings  prepared  to 
stop,  until  the  expected  train  is  met  or  passed. 

394.  All  trains  must  approach  the  end  of  double  track, 
junctions,  railroad  crossings  at  grade,  and  drawbridges, 
prepared  to  stop,  and  must  not  proceed  until  the  switches 
or  signals  are  seen  to  be  right,  or  the  track  is  plainly 
seen  to  be  clear.  Where  required  by  law,  all  trains 
must  stop. 

395.  A  train  must  not  leave  its  initial  station  on  any 
division,  or  a  junction,  or  pass  from  double  to  single 
track,  until  it  is  ascertained  that  all  trains  due,  which 
have  the  right  of  track  over  it,  have  arrived  or  left. 

396.  (Omitted.) 

397.  (Omitted.) 

398.  When  it  is  necessary  for  the  flagman  to  go  back  to 
protect  the  rear  of  his  train,  the  next  brakeman  must 
immediately  take  the  flagman's  position  on  the  train, 
and  remain  there  until  relieved  by  the  flagman  ;  and  on 
passenger  trains  the  baggage  master  must  take  the  place 
of  the  front  brakeman  whenever  necessary. 

399.  When  a  train  stops  or  is  delayed,  under  circum- 
stances in  which  it  may  be  overtaken  by  a  following 
train,  the  flagman  must  go  back  immediately  with 

Rule  393.   See  pages  149  and  150  ;  also  pages  183  and  184. 

Rule  395.   See  page  184. 

Rules  396  and  397.   See  pages  184  and  185. 

Rule  398.   See  pages  150  and  151.  Rule  399.    See  page  186. 


30 


danger  signals  a  sufficient  distance  to  insure  full  pro- 
tection. When  recalled  he  may  return  to  his  train,  first 
placing  two  torpedoes  on  the  rail  when  the  conditions 
require  it. 

The  front  of  a  train  must  be  protected  in  the  same 
way,  when  necessary,  by  the  fireman. 

400.  (Omitted.) 

401.  (Omitted.) 

402.  When  it  is  necessary  for  a  train  on  double  track 
to  cross  over  to  the  opposite  track,  a  flagman  must  be 
sent  out  with  danger  signals,  as  provided  in  Rule  No.  399. 

403.  If  a  train  should  part  while  in  motion,  trainmen 
must  use  great  care  to  prevent  the  detached  parts  from 
coming  into  collision.  Enginemen  must  give  the  signal 
as  provided  in  Rule  No.  343,  and  keep  the  front  part  of 
the  train  in  motion  until  the  detached  portion  is  stopped. 

The  front  portion  will  have  the  right  to  go  back,  re- 
gardless of  all  trains,  to  recover  the  detached  portion, 

first  sending  a  flagman  with  danger  signals  

in  the  direction  in  which  the  train  is  to  be  backed,  and 
running  with  great  caution,  at  a  speed  not  exceeding 
four  miles  per  hour.  On  single  track  all  the  precautions 
required  by  the  Rules  must  also  be  taken  to  protect  the 
train  against  opposing  trains.  The  detached  portion 
must  not  be  moved  or  passed  around  until  the  front 
portion  comes  back.  This  rule  applies  to  trains  of  every 
class. 

When  it  is  known  that  the  detached  portion  has  been 
stopped,  and  the  whole  occurrence  is  in  plain  view,  no 
curves  or  other  obstructions  interveniDg,  so  that  signals 
can  be  seen  from  both  portions  of  the  train  the  con- 
Rule  400.   See  page  186.  Kule  40L   See  page  167. 
Rule  402,   See  page  187. 

Rule  403.  See  Note  on  page  143 ;  decision  of  Committee,  page  151 ; 
also  page  188. 


31 


ductor  and  engineman  may  arrange  for  the  re-coupling, 
using  the  greatest  caution. 

404.  When  a  train  is  being  pushed  by  an  engine  (ex- 
cept when  shifting  and  making  up  trains  in  yards)  a 
flagman  must  be  stationed  in  a  conspicuous  position  on 
the  front  of  the  leading  car,  to  immediately  signal  the 
engineman  in  case  of  danger. 

405.  A  train  starting  from  its  initial  station  on  each 
division,  or  leaving  a  junction,  when  a  train  of  the  same 
class  running  in  the  same  direction  is  overdue,  will  pro- 
ceed on  its  own  time  and  rights,  and  the  overdue  train 
will  run  as  provided  in  Rule  388  or  389. 

406.  A  train  which  is  delayed,  and  falls  back  on  the 
time  of  another  train  of  the  same  class,  does  not  thereby 
lose  its  rights. 

407.  Regular  trains  twelve  hours  or  more  behind  their 
schedule  time  lose  all  their  rights. 

408.  A  train  overtaking  another  train  of  the  same  or 
superior  class,  disabled  so  that  it  cannot  move,  will  pass 
it,  and,  if  necessary  to  enable  it  to  proceed,  will  take 
the  rights  and  the  orders  of  the  disabled  train,  and  pro- 
ceed to  the  first  open  telegraph  office,  where  it  will 
report  to  the  Superintendent.  The  disabled  train  will 
take  the  rights  and  orders  of  the  last  train  passing  it, 
with  which  it  exchanged  rights  or  orders,  and  proceed 
until  the  first  open  telegraph  office  is  reached. 

409.  All  messages  or  orders  respecting  the  movement 
of  trains  or  the  condition  of  track  or  bridges  must  be  in 
writing. 

410.  Trains  must  not  display  signals  for  a  following 

Rule  404.  See  page  188.      Rule  405.   See  page  152 ;  also  page  189, 

Rule  406.  See  page  152  ;  also  page  189. 

Rule  408.  See  pages  152  and  153  ;  also  pages  189  and  190, 

Rule  410.  See  page  190. 


32 


train  without  orders  from  the  Superintendent  or  other 
authority  designated  by  the  Superintendent. 

411.  Extra  trains  must  not  be  run  on  single  track 
without  an  order  from  the  Superintendent. 

412.  When  signals  displayed  for  a  following  train  on 
single  track  are  taken  down  at  any  point  before  the  fol- 
lowing train  arrives,  the  conductor  must  inform  the 
Superintendent  promptly  by  telegraph,  and  also  the 
operator  or  switchtender  ;  and  the  latter,  unless  there 
is  some  other  provision  for  the  purpose,  must  notify  all 
opposing  trains  of  the  same  or  inferior  class  leaving  that 
point  before  the  train  a^rrives  for  which  signals  were 
displayed. 

If  signals  are  taken  down  at  a  point  where  there  is 
no  operator,  switchtender,  or  other  provision  for  the 
purpose,  the  conductor  must  notify  all  opposing  trains 
of  the  same  or  inferior  class  until  he  reaches  the  next 
telegraph  office,  when  he  must  inform  the  Superintend- 
ent ;  and  the  operator,  unless  there  is  some  other  pro- 
vision for  the  purpose,  must  notify  all  opposing  trains 
of  the  same  or  inferior  class  until  directed  otherwise  by 
the  Superintendent. 

If  the  train  for  which  signals  were  displayed  leaves  the 
main  line  at  a  point  where  there  is  no  operator,  switch- 
tender,  or  other  provision  for  the  purpose,  a  flagtnan  must 
be  left  to  notify  opposing  trains  that  it  has  arrived. 

413.  Work  trains  will  be  run  as  extras  under  special 
orders,  and  will  be  assigned  working  limits. 

414.  Great  care  must  be  used  by  the  enginemen  and 
trainmen  of  a  train  approaching  a  station  where  any 
train  is  receiving  or  discharging  passengers. 

415.  (Omitted.) 

416.  (Omitted.) 


Rule  414.  See  page  190. 
Rule  416.   See  page  190. 


Rule  415.   See  page  190. 


33 


417.  Conductors  will  be  held  responsible  for  the  proper 
adjustment  of  the  switches  used  by  them  and  their 
trainmen,  except  where  switchtenders  are  stationed. 

Whoever  opens  a  switch  shall  remain  at  it  until  it  is 
closed,  unless  relieved  by  some  other  competent  employe. 

When  there  is  more  than  one  train  to  use  a  switch,  it 
must  not  be  left  open  unless  one  of  the  trainmen  of  the 
following  train  is  at  the  switch  and  takes  charge  of  it. 

418.  (Omitted.) 

419.  A  train  must  not  start  without  a  signal  from  its 
conductor. 

420.  Conductors  and  enginemen  will  be  held  equally 
responsible  for  the  violation  of  any  of  the  rules  govern- 
ing the  safety  of  their  trains,  and  they  must  take  every 
precaution  for  the  protection  of  their  trains,  even  if  not 
provided  for  by  the  rules. 

421.  In  all  cases  of  doubt  or  uncertainty  take  the  safe 
course  and  run  no  risks. 


Rule  417.  See  page  153. 
Rule  419.  See  page  191. 
Rule  421.   See  page  191. 


Rule  418.  See  page  191. 
Rule  420.    See  page  191. 


RULES 

FOR  THE 


MOVEMENT  OF  TRAINS 

BY 

TELEGRAPHIC  ORDERS. 


37 


RULES  FOR  THE  MOVEMENT  OF  TRAINS 
BY  TELEGRAPHIC  ORDERS. 

450.  Special  orders,  directing  movements  varying  from 
or  additional  to  the  time-table,  will  be  issued  by  the 
authority  and  over  the  signature  of  the  Superintendent. 
They  are  not  to  be  used  for  movements  that  can  be  pro- 
vided for  by  rule  or  time-table.  They  must  not  contain 
information  or  instructions  not  essentially  a  part  of  them. 

They  must  be  brief  and  clear,  and  the  prescribed  forms 
must  be  used  when  applicable ;  and  there  must  be  no 
erasures,  alterations  or  interlineations. 

451.  Each  order  must  be  given  in  the  same  words  to 
all  persons  or  trains  directly  affected  by  it,  so  that  each 
shall  have  a  duplicate  of  what  is  given  to  the  others. 

452.  Orders  will  be  numbered  consecutively  for  each 
day  as  issued,  beginning  with  No.  1  at  midnight. 

453.  Orders  must  be  addressed  to  those  who  are  to 
execute  them,  naming  the  place  at  which  each  is  to  re- 
ceive liis  copy.  Those  for  a  train  must  be  addressed  to 
the  conductor  and  engineman,  and  also  to  a  person  act- 
ing as  pilot.  A  copy  for  each  person  addressed  must  be 
supplied  by  the  operator. 

454.  Each  order  must  be  written  in  full  in  a  book  pro- 
vided for  the  purpose  at  the  Superintendent's  office  ; 
and  with  it  must  be  recorded  the  names  of  train  men 
and  others  who  have  signed  for  the  order  ;  the  time  and 
signals,  showing  when  and  from  what  offices  the  order 

Rule  450.  See  Note  on  page  143;  also  Decision  of  Committee,  page 
153.  Rule  451.  See  Decision  of  Committee,  pages  154  ;  also  pages 
191  and  192.  Rule  453.   See  page  162, 

Rule  454.   See  Note  on  page  143. 


38 


and  responses  were  transmitted  ;  and  the  train  dispatch- 
er's initials.  These  records  must  be  made  at  once  on  the 
original  copy,  and  not  afterward,  from  memory  or 
memoranda. 

455.  The  terms  superior  right"  and  "inferior  right" 
in  these  rules,  refer  to  the  rights  of  trains  under  the  Time- 
table and  Train  Rules,  and  not  to  rights  under  Special 
Orders - 

456.  When  an  order  is  to  be  transmitted,  the  signal 
"31"  (as  provided  in  Rule  459),  or  the  signal  "19"  (as 
provided  in  Rule  461),  meaning  "  Train  Order,"  will  be 
given  to  each  office  addressed,  followed  by  the  word 
"copy,"  and  a  figure  indicating  the  number  of  copies 
to  be  made,  if  more  or  less  than  three — thus,  "  31  copy 
5,"  or  "19  copy  5." 

457.  An  order  to  be  sent  to  two  or  more  offices  must  be 
transmitted  simultaneously  to  as  many  as  practicable. 
The  several  addresses  must  be  in  the  order  of  superiority 
of  rights  of  trains,  and  each  office  will  take  only  its  proper 
address.  When  not  sent  simultaneously  to  all,  the  order 
must  be  sent  first  for  the  train  having  the  superior  right 
of  track. 

458.  Operators  receiving  orders  must  write  them  out 
in  manifold  during  transmission  and  make  the  requisite 
number  of  copies  at  one  writing,  or  trace  others  from 
one  of  the  copies  first  made. 

459.  When  an  order  has  been  transmitted,  preceded 
by  the  signal  "31,"  operators  receiving  it  must  (unless 
otherwise  directed)  repeat  it  back  at  once  from  the  mani- 
fold copy,  and  in  the  succession  in  which  their  several 
offices  have  been  addressed.  Each  operator  ropeathig 
must  observe  whether  the  others  repeat  correctly.  After 

Rule  454.  See  Note  on  page  143.   Rule  457.  See  Note  on  page  141. 
Rule  459.  See  Note  on  page  143 ;  also  Decision  of  Committee, 
pages  154  and  155 ;  also  page  192. 


39 


the  order  has  been  repeated  correctly  by  the  operators 
reqmred  at  the  time  to  repeat  it,  the  response  "O  K," 
authorized  by  the  train  dispatcher,  will  be  sent,  simul- 
taneously to  as  many  as  practicable,  naming  each  ofifice. 
Each  operator  must  write  this  on  the  order,  with  the 
time,  and  then  reply  "i  i  O  K,"  with  his  office  signal. 

Those  to  whom  the  order  is  addressed,  except  engine- 
men,  must  then  sign  their  names  to  the  copy  of  the 
order  to  be  retained  by  the  operator,  and  he  will  send 
their  signatures  to  the  Superintendent.  The  response 
"  complete,"  with  the  Superintendent's  initials,  will  then 
be  given,  when  authorized  by  the  train  dispatcher. 
Each  operator  receiving  this  response  will  then  write 
on  each  copy  the  word  "complete";  the  time;  and  his 
last  name  in  full ;  and  will  then  deliver  a  copy  to  each 
person  included  in  the  address,  except  enginemen,  and 
each  must  read  his  copy  aloud  to  the  operator.  The 
copy  for  each  engineman  must  be  delivered  to  him 

personally  by   ,  and  the  engineman  must  read  it 

aloud  to  ,  and  understand  it  before  acting  upon  it. 

460.  For  an  order  preceded  by  the  signal  "31,"  "com- 
plete" must  not  be  given  to  the  order  for  delivery  to  a 
train  of  inferior  right  until  "O  K"  has  been  given  to 
and  acknowledged  by  the  operator  who  receives  the 
order  for  the  train  of  superior  right.  Whenever  prac- 
ticable, the  signature  of  the  conductor  of  the  train  of 
superior  right  must  be  taken  to  the  order  and  ' '  com- 
plete "  given  before  the  train  of  inferior  right  is  allowed 
to  act  on  it. 

After  "  O  K  "  has  been  given  and  acknowledged,  and 
before  "complete"  has  been  given,  the  order  must  be 
treated  as  a  holding  order  for  the  train  addressed,  but 
must  not  be  otherwise  acted  on  until  "complete"  has 
been  given. 


liule  460.  See  Note  on  page  143 ;  also  page  193, 


40 


If  the  line  fails  before  an  office  has  received  and 
acknowledged  "  "  to  an  order  preceded  by  the  signal 
"  31 "  the  order  at  that  office  is  of  no  effect,  and  must  be 
there  treated  as  if  it  had  not  been  sent. 

461.  When  an  order  has  been  transmitted,  preceded 
by  the  signal  "  19,"  operators  receiving  it  must  (unless 
otherwise  directed)  repeat  it  back  at  once  from  the 
manifold  copy,  and  in  the  succession  in  which  the  sev- 
eral offices  have  been  addressed.  Each  operator  repeat- 
ing must  observe  whether  the  others  repeat  correctly. 
After  the  order  has  been  repeated  correctly,  the  response 
"complete,"  with  the  Superintendent's  initials,  will  be 
given,  when  authorized  by  the  train  dispatcher.  Each 
operator  receiving  this  response  must  write  on  each  copy 
the  word  "  complete,"  the  time,  and  his  last  name  in 
full,  and  reply  i  i  complete  "  with  his  office  signal,  and 
will  personally  deliver  the  order  to  the  persons  addressed 
without  taking  their  signatures. 

462.  For  an  order  preceded  by  the  signal  19  "  "  com- 
plete" must  be  given  and  acknowledged  for  the  train 
of  superior  right  before  it  is  given  for  the  train  of  in- 
ferior right. 

If  the  line  fails  before  an  office  has  received  and 
acknowledged  the  "  complete  "  to  an  order,  preceded  by 
the  signal  19,"  the  order  at  that  office  is  of  no  effect, 
and  must  be  treated  as  if  it  had  not  been  sent. 

463.  The  order,  the  "OK"  and  the  "complete"  must 
each,  in  transmitting,  be  preceded  by  "  31 "  or  "  19,"  as 
the  case  may  be,  and  the  number  of  the  order,  thus  "31, 
No.  10,"  or  "  19,  No.  10."  In  transmitting  the  signature 
of  a  conductor  it  must  be  preceded  by  "31,"  the  number 
of  the  order,  and  the  train  number,  thus,  "31,  No.  10, 
Train  No.  5."  After  each  transmission  and  response  the 
sending  operator  must  give  his  office  signal. 


Tlule461.  See  Note  on  pajfe  148.   Kule  468.   See  page  193. 


41 


464.  The  operator  who  receives  and  delivers  an  order 
must  preserve  the  lowest  copy.  On  this  must  appear  the 
signatures  of  those  who  sign  for  the  order,  and  on  it  he 
must  record  the  time  when  he  receives  it ;  the  responses  ; 
the  time  when  they  are  received;  his  own  name;  the  date 
and  the  train  number,  for  which  places  are  provided  in 
the  blanks.  These  copies  must  be  sent  to  the  Superin- 
tendent. 

465.  (Omitted.) 

466.  (Omitted.) 

467.  For  orders  delivered  at  the  Superintendent's  office 
the  requirements  as  to  record  and  delivery  will  be  the 
same  as  at  other  points. 

468  Orders  to  persons  in  charge  of  work  requiring 
the  use  of  track  in  yards  or  at  other  points,  authorizing 
such  use  when  trains  are  late,  must  be  delivered  in  the 
same  way  as  to  conductors  of  trains. 

469.  An  order  to  be  delivered  to  a  train  at  a  point  not 
a  telegraph  station,  or  while  the  office  is  closed,  must  be 
addressed  to 

"C.  and  E.,  No.   {at  ),  care  of-  

and  forwarded  and  delivered  by  the  conductor  or  other 
person  in  whose  care  it  is  addressed.  "  Complete"  will 
be  given  upon  the  signature  of  the  person  by  whom  the 
order  is  to  be  delivered,  who  must  be  supplied  witli 
CO.  ies  for  the  conductor  and  engineman  addressed,  and 
a  copy  upon  which  he  shall  take  their  signatures.  This 
copy  he  must  deliver  to  the  first  operator  accessible,  who 
must  preserve  it,  and  at  once  advise  the  train  dispatcher 
of  its  having  been  received. 

Orders  so  delivered  to  a  train  must  be  compared  by 
those  receiving  them  with  the  copy  held  by  the  person 

Kule4G4.  See  Note  on  page  1 44.   Rule  465.   See  page  194. 
Rule  4GG.  See  page  194.  Rule  407.   See  Note  on  page  144. 

Rule  4G9.   See  Note  on  page  144. 


42 


delivering  and  acted  on  as  if  "complete"  had  been 
given  in  the  ordinary  way. 

Orders  must  not  be  sent  in  the  manner  herein  provided 
to  trains  the  rights  of  which  are  thereby  restricted. 

470.  When  a  train  is  named  in  an  order,  all  its  sections 
are  included  unless  particular  sections  are  specified,  and 
each  section  included  must  have  copies  addressed  and 
delivered  to  it. 

471.  Meeting  orders  must  not  be  sent  for  delivery  to 
trains  at  tlie  meeting  point  if  it  can  be  avoided.  When 
it  cannot  be  avoided,  special  precautions  must  be  taken 
by  the  train  dispatchers  and  operators  to  insure  safety. 

There  should  be,  if  possible,  at  least  one  telegraph 
office  between  those  at  which  opposing  trains  receive 
meeting  orders. 

An  operator  must  not  acknowledge  the  receipt  of  an 
order  for  a  train  that  is  at  his  station,  the  engine  of 
which  has  passed  liis  train  order  signal,  until  he  has 
personally  notified  the  conductor  and  engineman  that 
he  has  orders  for  them. 

Orders  should  not  be  sent  an  unnecessarily  long  time 
before  delivery,  or  to  points  unnecessarily  distant  from 
where  they  are  to  be  executed.  No  orders  (except  those 
affecting  the  train  at  that  point)  should  be  delivered  to 
a  freight  train  at  a  station  where  it  has  much  work, 
until  after  the  work  is  done. 

472.  A  train,  or  any  section  of  a  train,  must  be  gov- 
erned strictly  by  the  terms  of  orders  addressed  to  it  and 
must  not  assume  rights  not  conferred  by  such  orders. 
In  all  other  respects  it  must  be  governed  by  the  Train 
Rules  and  Time-tables. 

473.  Orders  once  in  effect  continue  so  until  fulfilled, 
superseded  or  annulled. 

Where  more  than  one  movement  is  included  in  an 

Rule  4()U.    See  Note  on  pjif?e  144.   Iiule47].    See  pa^?e  194. 
Rule  473.    See  ])Miie  194. 


43 


order,  any  part  of  the  order  specifying  a  particular  move- 
ment may  be  superseded. 

Orders  lield  by  or  issued  for  a  regular  train  are 
annulled  when  such  train  has  lost  its  rights,  as  provided 
by  Rules  o20  and  407,  and  other  trains  will  be  governed 
accordingly. 

474  (A).  A  fixed  signal  must  be  used  at  each  train- 
order  office,  which  shall  display  red  at  all  times  when 
there  is  an  operator  on  duty,  except  when  changed  to 
white  to  allow  a  train  to  pass  after  getting  orders,  or  for 
which  there  are  no  orders. 

When  red  is  displayed,  all  trains  must  come  to  a  full 
stop,  and  not  proceed  as  long  as  red  is  displayed.  The 
signal  must  be  returned  to  red  as  soon  as  a  train  has 
passed.  It  must  only  be  fastened  at  white  when  no 
operator  is  on  duty.  This  signal  must  also  display  red 
to  hold  trains  running  in  the  same  direction  the  re- 
quired time  apart.  Operators  must  be  prepared  with 
other  signals  to  use  promptly  if  the  fixed  signal  should 
fail  to  work  properly.  If  a  signal  is  not  displayed  at  a 
night  office,  trains  which  have  not  been  previously  noti- 
fied must  stop  and  inquire  the  cause,  and  report  the  facts 
to  the  Superintendent  from  the  next  open  telegraph 
office. 

When  a  semaphore  is  used,  the  arm  means  red  w^hen 
horizontal  and  white  when  in  an  inclined  position. 

474  (B).  A  fixed  signal  must  be  used  at  each  train- 
order  office,  which  shall  display  red  when  trains  are  to 
be  stopped  for  orders.  When  there  are  no  orders  the 
signal  must  display  white. 

When  an  operator  receives  the  signal  "  31,"  or  "  19,'" 
he  must  immediately  display  red,  and  tlien  reply  "  red 
displayed."    The  signal  must  not  be  changed  to  w^hite 

Rule  474  (A).  See  Note  on  pa^e  144.  Kule  474  (B).  See  Note  on 
page  144 ;  also  Decision  of  Committee,  page  155. 


44 


until  the  object  for  which  red  is  displayed  is  accom- 
plished. 

While  red  is  displayed,  all  trains  must  come  to  a  full 
stop,  and  any  train  thus  stopped  must  not  proceed  with- 
out receiving  an  order  addressed  to  such  train,  or  a 
clearance  card  on  a  specified  form  stating  over  the 
operator's  signature  that  he  has  no  orders  for  it.  Oper- 
ators must  be  prepared  with  other  signals  to  use  promptly 
if  the  fixed  signal  should  fail  to  work  properly.  If  a 
signal  is  not  displayed  at  a  night  office,  trains  which 
have  not  been  previously  notified  must  stop  and  inquire 
the  cause,  and  report  the  facts  to  the  Superintendent 
from  the  next  open  telegraph  office. 

When  a  semaphore  is  used,  the  arm  means  red  when 
horizontal  and  white  when  in  an  inclined  position. 

475.  Operators  will  promptly  record  and  report  to  the 
Superintendent  the  time  of  departure  of  all  trains  and 
the  direction  in  which  extra  trains  are  moving.  They 
will  record  the  time  of  arrival  of  trains  and  report  it 
when  so  directed. 

476.  Regular  trains  will  be  designated  in  orders  by 
their  schedule  numbers,  as  "No.  10,"  or  "2d  No.  10," 
adding  engine  numbers  if  desired ;  extra  trains  by 
engine  numbers,  as  "Extra  798";  and  all  other  num- 
bers by  figures.  The  direction  of  the  movement  of 
extras  will  be  added  when  necessary,  as  "East"  or 
"West."    Time  will  be  stated  in  figures  only. 

477.  The  following  signs  and  abbreviations  may  be 
used : 

Initials  for  Superintendent's  signature. 
Such  office  and  other  signals  as  are  arranged  by 
 the  Superintendent.  

Rule  474  (B).  See  Note  on  piv^e  144  ;  also  Decision  of  Committee, 
pagre  155.  llule  475.   See  Note  on  page  144. 

.  Rule  470.  See  Note  on  page  144  ;  also  page  195. 
Rule  477.   See  Note  on  page  114. 


45 


C  &  E — for  Conductor  and  Engineman. 

O  K — as  provided  in  these  rules. 

Min— for  Minutes. 

June — for  Junction . 

Frt— for  Freight. 

No — for  Number. 

Eng — for  Engine. 

Sec — for  Section. 

Opr — for  Operator. 

9 — to  clear  the  line  for  Train  Orders,  and  for 
Operators  to  ask  for  Train  Orders. 

31  or  19 — for  Train  Order  as  provided  in  the 
rules. 

The  usual  abbreviations  for  the  names  of  the 
months  and  stations. 


OF 


TRAIN  ORDERS. 


49 


FORMS  OF  TRAIN  ORDERS. 


Form  A.— Fixing  Meeting  Point  for  Opposing  Trains. 

 and  will  meet  at  . 

EXAMPLES. 

No.  1  and  No,  2  icill  meet  at  Bombay, 
No.  3  and  2d  No.  4  ^(^^  meet  at  Siam. 
No.  5  and  Extra  95  will  meet  at  Hong  Kong. 
Extra  652  North  and  Extra  231  South  will  meet  at 
Yokohama. 

Trains  receiving  this  order  will,  with  respect  to  each 
other,  run  to  the  designated  point,  and  having  arrived 
there  will  pass  in  the  manner  provided  by  the  Rules. 


Form  B.— Authorizing  a  Train  to  Pass  or  Run  Ahead  of 
Another  Train  Running  in  the  Same  Direction. 

(1.)  will  pass  at  . 

(2.)  will  run  ahead  of  ,  — 

to  . 

EXAMPLES. 

(i.) — No.  1  will  pass  No.  3  at  Khartoum, 

(2.) — No.  4       ^^^^  ahead  of  No.  6  Bengal  to  Madras. 

When  under  this  order  a  train  is  to  pass  another,  both 
trains  will  run  according  to  rule  to  the  designated  point 
and  there  arrange  for  the  rear  train  to  pass  promptly. 


Form  A.  See  Decision  of  Committee,  pa^ie  155. 
Form  13.    See  pa^^e  195. 


50 


Form  C— Giving  a  Train  of  Inferior  Right  the  Right  of 
Track  Over  an  Opposing  Train  of  Superior  Right. 

 has  right  of  track  over  to  . 

EXAMPLES. 

(i.) — No.  2  has  right  of  track  over  No.  1  Mecca  to 
Mirhat. 

{2.) — Extra  37  has  right  of  track  over  No.  3  Natal 
to  Ratlam. 

This  order  gives  a  train  of  inferior  right  the  right  of 
track  over  one  of  superior  right,  to  a  designated  point. 

If  the  trains  meet  at  the  designated  point,  the  train  of 
inferior  right  must  take  the  siding,  unless  the  rules  or 
orders  otherwise  indicate. 

Under  this  order,  as  illustrated  by  example  (1),  if  the 
train  of  superior  right  reaches  the  designated  point 
before  the  other  arrives  it  may  proceed,  provided  it  keeps 
clear  of  the  schedule  time  of  the  train  of  inferior  right  as 
many  minutes  as  the  inferior  train  was  before  required 
by  the  train  rules  to  keep  clear  of  the  superior  train. 

If  the  train  of  superior  right,  before  meeting,  reaches 
a  point  beyond  that  named  in  the  order,  the  conductor 
must  stop  the  other  train  where  it  is  met  and  inform  it 
of  his  arrival. 

Under  example  (2)  the  train  of  superior  right  cannot 
go  beyond  the  designated  point  until  the  extra  train 
arrives. 

When  the  train  of  inferior  right  has  reached  the  des- 
ignated point,  the  order  is  fulfilled,  and  the  train  must 
then  be  governed  by  time-table  and  train  rules  or  further 
orders. 

Tlie  following  modification  of  this  fonii  of  order  will 
be  applicable  for  giving  a  work  train  the  right  of  track  ^ 


Form  C.  Sec  Decision  of  Committee,  paj^-es  155  and  15() ;  nX^o 
paj^es  195,  196  and  197. 


51 

over  all  other  trains,  in  case  of  a  wreck  or  break  in  the 
track. 

EXAMPLE. 

Work  Train  Extra  27b  has  right  of  track  over  all  trains 
betiveen  Stockholm  and  Edinburgh  from  7  p.m.  

This  gives  the  work  train  the  exclusive  right  of  the 
track  between  the  points  designated. 


Form  D.— Giving  all  Regular  Trains  the  Right  of  Track 
Over  a  Given  Train. 

All  regular  trains  have  right  of  track  over  

between  and  . 

EXAMPLE. 

All  regidar  trains  have  right  of  track  over  No.  1 
between  Moscow  and  Berlin. 

This  order  gives  to  any  regular  train  of  inferior  right 
receiving  it  the  right  of  track  over  the  train  named  in 
the  order,  and  the  latter  must  clear  the  schedule  times 
of  all  regular  trains,  the  same  as  if  it  were  an  extra. 


Form  E.— Time  Orders. 

(1.)  will  run  late  to  . 

(2.)  will  wait  at  until  for  , 

EXAMPLES. 

{!,)  No.  1  ivill  run  20  min.  late  Joppa  to  Mainz. 

(2.)  No.  1  ivill  ivait  at  Muscat  until  10  a.m.  for  No.  2. 

Form  (1)  makes  the  scliedule  time  of  the  train  named, 
between  the  points  mentioned,  as  much  later  as  the  time 

Form  D.    See  page  197. 

Form  E.  See  Decision  of  Committee,  paj^et?  156  and  157 ;  also 
auvs  11)7  and  198. 


53 


stated  in  the  order,  and  any  other  train  receiving  the 
order  is  required  to  run  with  respect  to  this  later  time, 
the  same  as  before  required  to  run  with  respect  to  the 
regular  schedule  time.  The  time  in  the  order  should  be 
such  as  can  be  easily  added  to  the  schedule  time. 

Under  Form  (2)  the  train  of  superior  right  must  not 
pass  the  designated  point  before  the  time  given,  unless 
the  other  train  has  arrived.  The  train  of  inferior  right 
is  required  to  run  with  respect  to  the  time  specified,  the 
same  as  before  required  to  run  with  respect  to  the  regu- 
lar schedule  time  of  the  train  of  superior  right. 

Form  F.— For  Sections  of  Regular  Trains. 

  will  carry  signals  to    for  

EXAMPLES. 

No.  1  will  mrry  signals  Astrakhan  to  Cabiil  for  Eng. 
85. 

Sd  No.  1  ivill  carry  signals  London  to  Dover  for 
Eng.  90. 

This  may  be  modified  as  follows  : 

Engines  70,  85  and  90  ivill  run  as  1st,  2d  and  3d  sec- 
tions of  No.  i,  London  to  Dover. 

For  annulling  a  section  : 

Eng.  85  is  annulled  as  2d  section  of  No.  1  from 
Chatham. 

If  there  are  other  sections  following  add  : 

Following  sections  ivill  change  numbers  accordingly. 

The  character  of  a  train  for  which  signals  are  carried 
may  be  stated.  Each  section  affected  by  the  order  must 
have  copies,  and  must  arrange  signals  accordingly. 

Form  F.  See  Decision  of  Committee,  pages  157  and  158 ;  also  page 
198. 


53 


Form  G.— For  Arranging  a  Schedule  for  an  Extra  Train. 

(1.)  Eng.  will  run  extra,  leaving  on  

on  the  following  schedule,  and  will  have  the  right  of 
track  over  all  trains  : 

Leave  . 


Arrive  . 

EXAMPLE. 

(1.)  Eng,  77  icill  run  extra,  leaving  Turin  on  Thurs- 
day, Feb.  17th,  on  the  following  schedule,  and  tvill  have 
the  right  of  track  over  all  trains : 

Leave  Turin  11  SO  p.m. 
"      PeMn  12  25  a.m. 
Canton  1  47  a.m. 
Arrive  Rome  2  22  a.m. 

Example  (1)  may  be  varied  by  specifying  particular 
trains  over  which  the  extra  shall  or  shall  not  have  right 
of  track,  and  any  train  over  which  the  extra  is  thus 
given  the  right  of  track  must  clear  its  time  as  many 
minutes  as  such  train  is  required  to  clear  the  schedule 
time  of  a  first-class  train. 

Form  H.— Extra  Trains. 

 will  run  extra  to  . 

EXAMPLE. 

(a.)  Eng.  99  ivill  run  extra  Berber  to  Gaza. 

A  train  receiving  an  ordei'  to  run  extra  is  not  required 
to  guard  against  opposing  extras,  unless  directed  by 
order  to  do  so,  but  must  keep  clear  of  all  regular  trains, 
as  required  by  rule. 

Form  G.  See  Decision  of  Committee,  page  158 ;  also  pages  199,  200 
and  201.  Form  H.  See  Note  on  page  144 ;  also  Decision  of  Connnittee, 
pages  1.58  and  1.59  ;  also  pages  201,  202  and  203. 


54 


A  ''work  train"  is  an  extra,  for  which  the  above 
form  will  be  used  for  a  direct  run  in  one  direction.  The 
authority  to  occupy  a  specified  portion  of  the  track,  as 
an  extra  wliile  working,  will  be  given  in  the  following 
form  : 

(b.)  Eng.  292  ivill  ivork  as  an  extra  7  a.m.  until  6  p.m. 
betiveen  Beime  and  Turin. 

The  working  limits  should  be  as  short  as  practicable, 
to  be  changed  as  the  progress  of  tlie  work  may  require. 
The  above  may  be  combined,  thus  : 

(c.)  Eng.  292  will  run  extra  Berne  to  Turin  and  work 
extra  7  a.m.  until  6  p.m.  betiveen  Turin  and  Rome. 

When  an  order  has  been  given  to  ' '  work "  between 
designated  points,  no  other  extra  must  be  authorized 
to  run  over  that  part  of  the  track  without  provision  for 
passing  the  work  train. 

When  it  is  anticipated  that  a  work  train  may  be 
where  it  cannot  be  reached  for  meeting  or  passing 
orders,  it  may  be  directed  to  report  for  orders  at  a  given 
time  and  place,  or  an  order  may  be  given  that  it  shall 
clear  the  track  for  (or  protect  itself  after  a  certain  hour 
against)  a  designated  extra  by  adding  to  example  (b)  the 
following  words  : 

(d.)  And  will  keep  clear  of  {or  protect  itself  against) 
Extra  223,  south,  between  Antwerp  and  Brussels  after 
2  10  p.m. 

In  this  case,  extra  223  must  not  pass  tJie  northern- 
most station  before  2  10  p.m.,  at  wdiich  time  the  work 
train  must  be  out  of  the  way,  or  protecting  itself  (as  tlie 
order  may  require)  betw^een  those  points. 

When  the  movement  of  an  extra  train  over  the  working 
limits  cannot  be  anticipated  by  these  or  other  orders  to  the 

Form  IT  {<i).    See  Decision  of  (.'omniittee,  paj^e  158. 


55 


work  train,  an  order  must  be  given  to  such  extra,  to  pro- 
tect itself  against  the  work  train,  in  the  following  form  : 

(e.)  Extra  76  wilt  protect  itself  against  work  train 
extra  95  hetioeen  Lyons  and  Paris. 

This  may  be  added  to  the  order  to  run  extra. 

A  work  train  when  met  or  overtaken  by  an  extra  must 
allow  it  to  pass  without  unnecessary  detention. 

When  the  conditions  are  such  that  it  may  be  consid- 
ered desirable  to  require  that  work  trains  shall  at  all 
times  protect  themselves  while  on  working  limits,  this 
may  be  done  under  the  following  arrangements.  To 
example  (b)  add  the  following  words  : 

(/.)  protecting  itself  against  all  trains. 

A  train  receiving  this  order  must,  whether  standing 
or  moving,  protect  itself  within  the  working  limits  (and 
in  both  directions  on  single  track)  against  all  trains,  in 
the  manner  provided  in  Rule  399. 

When  an  extra  receives  orders  to  run  over  working- 
limits  it  must  be  advised  that  the  work  train  is  within 
those  limits  b}^  adding  to  exa  nple  (a)  the  words — 

(g.)  Eng.  292  is  ivorking  extra  betiveen  Berne  and 
Turin. 

A  train  receiving  this  order  must  run  expecting  to 
find  the  work  train  protecting  itself  within  the  limits 
named. 

Form  J.— Holding  Order. 

Hold  at  . 

EXAMPLES. 

(1.)  Hold  No.  2  at  Berlin. 

(2.)  Hold  all  trains  east  at  Berlin. 


Form  TI  (/).  See  Decision  of  Committee,  paues  158  and  15*). 
Form  J.   See  pa.tres  208,  204  and  205. 


56 


As  any  order  for  which  "O  K"  has  been  given  and 
acknowledged  operates  as  a  holding  order  for  the  train 
to  which  it  is  addressed,  this  form  will  only  be  used  in 
special  cases,  to  hold  trains  until  orders  can  be  given  or 
for  some  other  emergency.  The  reason  for  holding  may 
be  added,  as  "for  orders." 

This  order  is  not  to  be  used  for  holding  a  train,  while 
orders  are  given  to  other  trains  against  it,  which  are  not 
at  the  same  time  given  to  it  in  duplicate.  It  must  be  re- 
spected by  conductors  and  enginemen  of  trains  thereby 
directed  to  be  held  as  if  addressed  to  them.  Conductors 
when  informed  of  the  order  must  sign  for  it,  and  their 
signatures  must  be  sent  and  "  complete"  obtained. 

When  a  train  has  been  so  held  it  must  not  go  until  the 
order  to  hold  is  annulled,  or  an  order  is  given  in  the 
form  : 

"  may  go." 

This  must  be  addressed  to  the  person  or  persons  to 
whom  the  order  to  hold  was  addressed  and  must  be 
delivered  in  the  same  manner. 


Form  K.— Annulling  a  Scheduled  Train. 

 of  is  annulled. 

EXAMPLES. 

(1.)  No.  1  of  Feb.  29th  is  annulled. 

No.  S  due  to  leave  Naples  Saturday,  Feb.  29th,  is 
anmdled. 

Adding  ''from  Alaska,'"  or  ''between  Alaska  and  Hali- 
fax,'*'* wlien  appropriate. 


Form  K.    See  Decision  f)f  f'onimittee,  page  159. 


57 


This  order  takes  away  all  rights  of  the  train  annulled 
and  authorizes  any  train  or  person  receiving  it  to  use  the 
track  as  if  the  train  annulled  were  not  on  the  time-table. 

If  a  train  is  annulled  to  a  point  named,  its  rights  be- 
yond that  point  remain  unaffected. 

The  train  dispatcher  may  direct  any  operator  to  omit 
repeating  back  an  order  annulling  a  train,  until  he  has 
occasion  to  deliver  it. 

When  a  train  has  been  annulled  it  ijiust  not  be  again 
restored  under  its  original  number  by  special  order. 


Form  L.— Annulling  or  Superseding  an  Order. 

"  Order  No.  is  annulled." 

This  will  be  numbered,  transmitted  and  signed  for  as 
other  orders. 

If  an  order  which  is  to  be  annulled  has  not  been  de- 
livered to  a  train,  the  annulling  order  will  be  addressed  to 
the  operator,  who  will  destroy  all  copies  of  the  order 
annulled  but  his  ow^n,  and  write  on  that : 

Annulled  by  order  No.  . 

An  order  superseding  another  may  be  given,  adding 

"  this  supersedes  order  No.  ,"  or  adding  "  instead 

of  

EXAMPLE. 

No.  1  and  No,  2  ivill  meet  at  Sparta,  instead  of  at 
Thebes. 

An  order  that  has  been  annulled  or  superseded  must 
not  be  again  restored  by  special  order  under  its  original 
number. 


Form  L.    See  Decision  of  Committee,  pa^e  ISO*;  also  paj;e  205. 


58 


In  the  address  of  an  order  annulling  or  superseding 
another  order,  the  train  first  named  must  be  that  to 
which  rights  were  given  by  the  order  annulled  or  super- 
seded, and  when  the  order  is  not  transmitted  simulta- 
neously to  all  concerned,  it  must  be  sent  to  the  point  at 
which  that  train  is  to  receive  it  and  the  required  re- 
sponse first  given,  before  the  order  is  sent  for  other 
trains. 


5!) 


^  0 

h 

^  0 
o 

O 


00 
00 


CO 


c 


a  ^ 


(U    (i]  c 


H   O  U 


60 


SPECIFICATIONS  FOR  TRAIN  ORDER  FORM  AND 
BOOKS  FOR  OPERATORS  FOR  19  ORDERS. 


Form  as  here  shown.  Blank  space  for  order  (4)  inches 
with  no  lines.  The  mode  of  filling-  the  blanks  is  indicated 
by  small  type. 

Names  of  Divisions  and  office  to  be  varied  to  suit  each 
Division. 

Form  (6H  x  6)  inches  below  perforated  line.  Book 
(6H  X  7!^)  inches. 

300  leaves.  Stitched.  Bound  at  top.  Paper  cover  on 
face  and  top.  Very  stiff  back  on  lower  side. 

Paper  opaque,  green,  sized,  and  of  such  thickness  as 
to  admit  of  making-  (7)  g-ood  copies  with  No.  4  Faber 
pencil. 

To  be  used  with  Carbon  Paper  (QH  x  7)  inches,  and  a 
stiff  tin,  same  size,  corners  rounded. 


61 

Standard  Train  Order  Blank  for  19  Order. 

BOUND  HERE. 

PERFORATED  LINE. 

LONDON  AND  PARIS  RAILWAY  COMPANY 

TELEGRAPHIC  TRAIN  ORDER  No  

Superintendent's  Office,              March  27,  f88  0. 

FORM 

FORM 

19 

For                   Station     tO          C.  &  K.          of         No.  lb. 

19 

Conductor  and  Eng-ineman  must  each  have  a  copy  of  this  order 

Rec'd  2.15  p.  M.       Made  complete  at  2.16  p.  Af.       Rec'c/  by  Jones 

Opr. 

SPECIFICATIONS  FOR  TRAIN  ORDER  FORM  AND 
BOOKS  FOR  OPERATORS  FOR  31  ORDERS. 


Form  as  here  shown.  Blank  space  for  order  (4)  inches 
with  no  lines.  The  mode  of  filling:  the  blanks  is  indicated 
by  small  type. 

Names  of  Divisions  and  office  to  be  varied  to  suit  each 
Division. 

Form  (6H  x  9)4)  inches  below  perforated  line.  Book 
(SH  X  lOX)  inches. 

300  leaves.  Stitched.  Bound  at  top.  Paper  cover  on 
face  and  top.  Very  stiff  back  on  lower  side. 

Paper  opaque,  white,  sized,  and  of  such  thickness  as 
to  admit  of  making"  (7)  good  copies  with  No.  4  Faber 
pencil. 

To  be  used  with  Carbon  Paper  (6%  x  9)  inches,  and  a 
stiff  tin,  same  size,  corners  rounded. 


68 


Standard  Train  Order  Blank  for  31  Order. 


BOUND  HERK. 


PERFORATED  LINE. 


LONDON  AND  PARIS  RAILWAY  COMPANY. 

TELEGRAPHIC  TRAIN  ORDER  No  

Superintendent's  Office,  March  27,   188  b 


31 


For  (Station)  tO         vC.  &  E.)  of         No.  13. 


31 


Conductor  and  Engineman  must  each  have  a  copy  of  this  order. 


Tinne  received       2 15  a.  M.        o.  k.       given  at         2 15  a.  Af. 


Conductor. 

Engineman. 

Train. 

Made 

At 

Received  by 

Jonee. 

Brown. 

13. 

Complete. 

2.20 

Dennison. 

(Omit  this 

column  where 

Engineman 

is  not 

lequired  to 

sign.) 

ID  I  ^  G- -A.  ]yn  s 

OF 

H  AND  AND  LAMP 
SIGNALS. 


67 


Stop— A  motion  crosswise  with  the  track. 
[See  Rule  359.] 


68 


Go  ahead— A  motion  up  and  down. 
[See  Kiile  3C0.1 


Back  up — A  motion  in  a  vertical  circle. 

[See  Kule  361.1 


70 


Train  Parted — A  motion  in  a  vertical  circle  at  arm's 
length  across  the  track,  given  continuously  until  an- 
swered by  the  engineman. 


[See  Rule  362.] 


ILLUSTRATING 

Manner  of  llsioj  Sijnals 

ACCORDING  TO 

THE  STANDARD  CODE  OF 
TRAIN  RULES, 

ADOPTED  BY  THE 


AMERICAN  RAILWAY  ASSOCIATION. 


APPROVED   JULY   15,  1889. 

Amended  April  8,  iSgi. 

Note.— Lamps  with  four  illuminated  colored  faces  are  represented 
in  the  following  diagrams. 


78 


OF  m 

mmmi)t  «f  mm^- 


75 


REAR  OF  TRAIN  BY  NIGHT  WHILE  RUNNING. 

Combination  lights  at  A  A,  showing  Green  toward  engine 
and  at  side  as  markers,  and  Red  to  rear. 

See  Rules  333  and  334. 

Note. — Lamps  with  four  illuminated  colored  faces  are 
represented  in  this  and  the  following  diagrams. 


OF  M 


77 


REAR  OF  TRAIN  BY  NIGHT  WHEN  ON  SIDING. 

Green  lights  at  A  A.      See  Rule  374. 


M  imm 

Sf  THE 


1...  Life  ^«;it 


88 


LOCOMOTIVE  RUNNING  BACKWARD  BY  DAY  WITHOUT 
CARS,  OR  PUSHING  CARS,  AND  CARRYING 
SIGNALS  FOR  FOLLOWING  TRAIN. 

Rule. — Green  flags  at  A  and  B. 
Green  flag  at  A  as  provided  by  Rule  336. 
Green  flag  at  B  as  marker. 
See  Rules  333  and  336. 


OF  THE 

mmmn  m 


85 


LOCOMOTIVE  RUNNING  BACKWARD  BY  DAY  WITHOUT 
CARS,  OR  PUSHING  OARS,  AND  RUNNING  EXTRA. 

Rule. — White  flag  at  A  and  green  flag  at  B. 
White  flag  at  A  as  provided  by  Rule  337. 
Green  flag  at  B  as  marker. 
See  Rules  333  and  337. 


87 


LOCOMOTIVE  RUraiNG  BACKWARD  BY  NIGHT  WITH- 
OUT CARS,  OR  PUSHING  CARS,  AND  CARRYING 
SIGNALS  FOR  FOLLOWING  TRAIN. 

Rule. — Green  light  and  green  flag  at  A  and  combination 
light  at  B. 

Green  light  and  green  flag  at  A  as  provided  by  Rule  336. 

Combination  light  at  B  showing  Green  on  side  and  in 
direction  engine  -is  moving,  as  marker,  and  Red  in  opposite 
direction. 

See  Rules  333,  334  and  336. 

Note. — The  diagram  is  intended  to  indicate  the  general 
location  of  the  flag  at  A,  not  the  method  of  attaching  the 
staff. 


OF  THE 


89 


OF  THE 

mmm  m  mum 


91 


flf  THE 


93 


LOCOMOTIVE  RUNNINa  BACKWARD  BY  NIGHT  WITH- 
OUT CAES,  OR  PUSHING  CARS,  AND  CARRYING 
SIGNALS  FOR  FOLLOWING  TRAIN. 

Rule. — Green  lights  and  green  flags  at  A  A.  Combina- 
tion lights  at  B  B,  showing  Green  on  side  and  in  direction 
engine  is  moving,  and  Red  in  opposite  direction. 

Green  lights  and  green  flags  at  A  A  a^  provided  by  Rule  336. 
Combination  lights  at  B  B  showing  Green  as  provided  by 
Rule  333  and  Red  as  provided  by  Rule  334. 

See  Rules  333,  334  and  336. 

Note. — The  diagram  is  intended  to  indicate  the  general 
location  of  the  flags  at  A  A,  not  the  method  of  attaching  the 
staff. 


0F  IKE 


95 


LOCOMOTIVE  RUNNING  BACKWARD  BY  NIGHT  WITHOUT 
OARS,  OR  PUSHING  OARS,  AND  RUNNING  EXTRA. 

Rule. — White  lights  and  white  flags  at  A  A.  Combination 
at  B  B,  showing  Green  on  side  and  in  direction  engine  is 
moving,  as  markers,  and  Red  in  opposite  direction. 

White  Hghts  and  white  flags  at  A  A  as  provided  by  Rule  337. 

Combination  lights  at  B  B  showing  Green  as  provided  by 
Rule  333,  and  Red  as  provided  by  Rule  334. 

See  Rules  333,  334  and  337. 

Note. — The  diagram  is  intended  to  indicate  the  general 
location  of  the  flags  at  A  A,  not  the  method  of  attaching 
staff. 


OF  THE 

mmmir  m  mm^ 


97 


(Rear  of  Tender.) 


LOCOMOTIVE  RUraiNa  FORWARD  BY  DAY 
WITHOUT  OARS. 


Rule. — Green  flag;s  by  day,  as  markers.    See  Rule  333. 


OF  THE 
ONIVERSITY  or  lULIIUU!^ 


99 


(Rear  op  Tender.) 


LOCOMOTIVE  RUNNING  FORWARD  BY  NIGHT 
WITHOUT  OARS. 

Rule. — Combination  lights  at  A  A,  showing  Green 
provided  by  Rule  333,  and  Red  as  provided  by  Rule  334. 

See  Rules  333  and  334. 


af  THE 

iHiweftsiTif  QF  \mm% 


101 


LOCOMOTIVE  RUNNING  BACKWARD  BY  NIGHT. 
Rule. — White  light  at  A.      See  Rule  373. 


OF  THE 

omvEftsiTr  OF  umm 


103 


THE 


-1 


FREIGHT  TRAIN  BEING  PUSHED  BY  AN  ENGINE 
BY  NIGHT. 

Rule. — White  light  on  front  of  leading  car. 
See  Rule*373;  also  Rule  404. 


TI^  LIBRARY 
0F  THE 
OHtYEHSITY  QF  mm% 


BLOCK  SIGNAL  RULES. 


AND 

REQUISITES  OF  mSTALLATION. 


See  General  Note  on  page  206. 


109 


BLOCK  SIGNALING. 

DEFINITIONS. 

1.  Block. — A  length  of  track  of  defined  limits,  the 
use  of  which  by  trains  is  controlled  by  block  signals. 

2.  Block  Station. — An  office  from  which  block  sig- 
nals are  operated. 

3.  Block  Signal. — A  fixed  signal  controlling  the  use 
of  a  block. 

4.  Home  Block  Signal. — A  fixed  signal  at  the  en- 
trance of  a  block  to  control  trains  in  entering  and 
using  said  block. 

5.  Distant  Block  Signal.— A  fixed  signal  of  dis- 
tinctive character  used  in  connection  with  a  home 
block  signal  to  regulate  the  approach  thereto. 

6.  Advance  Block  Signal. — A  fixed  signal  placed  in 
advance  of  a  home  block  signal  to  provide  a  supple- 
mental block  between  the  home  block  signal  and  the 
advance  block  signal. 

7.  Block  System. — A  series  of  consecutive  blocks 
controlled  by  block  signals. 

8.  Telegraph  Block  System.— One  in  which  the  sig- 
nals are  operated  manually  upon  telegraphic  informa 
tion. 

9.  Controlled  Manual  Block  System. —  One  in 
which  the  signals  are  operated  manually,  and  by  its 
construction  requii-ing  the  co-operation  of  the  signalmen 
at  both  ends  of  the  block  to  display  a  clear  signal. 

10.  Automatic  Block  System.— One  in  which  the 
signals  are  operated  by  electric,  pneumatic  or  other 
agency  actuated  by  a  train,  or  by  certain  conditions 
affecting  the  use  of  a  block. 


TELEGRAPH  BLOCK  SYSTEM. 


REQUISITES  OF  INSTALLATION 

AND 

RULES. 


118 


TELEGRAPH  BLOCK  SYSTEM. 

A  series  of  consecutive  blocks,  controlled  by  block 
signals  operated  manually  upon  telegraphic  informa- 
tion. 

THE  REQUISITES  OF  INSTALLATION  ARE  : 

1.  The  normal  indication  of  Home  (and  Advance) 
block  signals— Stop  ;  (of  distant  block  signals— Caution) : 

2.  Failure  of  any  part  directly  controlling  a  signal 
to  cause  it  to  give  the  normal  indication  : 

3.  Signals  of  prescribed  form,  the  indications  given 
by  not  more  than  three  positions  ;  and,  in  addition,  at 
night  by  lights  of  prescribed  color: 

4.  Where  the  semaphore  is  used,  the  arm  displayed  to 
the  right  of  the  signal  mast,  as  seen  from  an  approach- 
ing train  : 

5.  The  signals,  either  over,  or  upon  the  right  of,  and 
if  practicable,  adjoining  the  track  upon  which  trains 
are  governed  by  them.  For  less  than  three  tracks,  sig- 
nals for  trains  in  each  direction  may  be  on  the  same 
support : 

6.  The  home  block  signals  within  view  of  the  signal- 
man operating  them. 

ADJUNCTS. 

The  following  may  be  used,  if  desired  : 

(A)  Distant  Block  Signals  interlocked  with  Home 
Block  Signals. 

(B)  Advance  Block  Signals  interlocked  with  the  Home 
Block  Signal,  and  the  Distant  Block  Signal  if  used. 

(C)  Repeaters  or  Audible  Signals,  to  indicate  the  posi- 
tion  of  signals  to  the  signalman  operating  them. 

(D)  The  interlocking  of  telegraph  keys  and  block 
signals. 

(E)  The  automatic  return  of  the  signal  to  the  normal 
indication. 

(F)  The  interlocking  of  switches  and  block  signals. 

(G)  Bell  circuits  for  signaling  between  a  block  station 
and  outlying  switches. 


114 


RULES  FOR  THE  TELEGRAPH  BLOCK 
SYSTEM. 

501.  The  movement  of  trains  is  regulated  by  block 
signals  between  limits  designated  by  . 

502.  SIGNALS. 


Signal. 

Occasion  for 
Use. 

Indication. 

Name. 

Color. 

The  si|?nal  will  be 
displayed  when 

For  enginemen  and 
trainmen. 

As  used  in 
rules. 

(a)  Red. 

(b)  —. 
(C)   . 

Block  is  not  clear. 
Block  is  clear. 
Block  is  not  clear. 

Stop. 
Proceed. 

Proceed  with  caution. 

Stop  signal. 
Clear  signal. 
Caution  signal. 

Where  the  semaphore  is  used,  the  governing  arm  is 
displayed  to  the  right  of  the  signal  mast  as  seen  from 
an  approaching  train,  and  the  indications  are  given  by 
positions : 

Horizontal  as  the  equivalent  of  (a) . 

Vertical  or  Diagonal  *  as  the  equivalent  of  (6). 

Diagonal  *  as  the  equivalent  of  (c). 

RULES  FOR  SIGNALMEN. 

503.  A  register  is  required  at  each  block  station. 

504a.  Upon  the  approach  of  a  train  to  a  block  station 
the  signal  indications  shall  be  given  in  accordance  with 
Rule  502. 

When  a  train  enters  a  block  the  signalman  will  report 
it  to  the  signalman  in  advance,  and  when  the  rear  of 

a  train  has  passed  feet  within  the  block,  and  he  has 

seen  the  "markers,"  he  will  give  the  required  signal 

Rules  501  to  539.   See  Note  on  page  206. 

Rule  502.    *  Angle  above  or  below  the  horizontal. 

Rule  504a.   Sec  Note  on  page  200. 


indication,  and  report  to  the  signalman  in  the  rear  that 
the  train  is  clear  of  the  block. 

60ih,  When  notice  is  received  of  an  approaching  train 
the  signalman  receiving  it  will  notify  the  signalman  in 
advance  ascertain  if  the  block  is  clear  and  the  ' '  Stop 
signal"  displayed,  and  after  arranging  with  the  signal- 
man in  advance  to  hold  the  block  for  ,  admit  the 

train  to  the  block. 

When  a  train  enters  a  block  the  signalman  will  report 
it  to  the  signalman  in  advance,  and  when  the  rear  of  a 

train  has  passed  feet  within  the  block  and  he  has 

seen  the  "  markers,"  he  will  give  the  required  signal 
indication,  and  report  to  the  signalman  in  the  rear  that 
the  train  is  clear  of  the  block. 

505.  Should  a  train  pass  a  block  station  without 
"markers,"  the  signalman  will  notify  the  s^'gnalman  at 
the  block  station  on  each  side  of  him,  and  will  not 
report  the  block  clear  until  the  signalman  in  advance 
has  notified  him  that  the  train  is  complete. 

506.  Should  a  train  pass  a  block  station  in  two  or  more 
parts,  the  signalman  must  notify  the  signalman  at  the 
block  station  in  advance.  A  signalman  having  received 
this  notice  must  stop  any  tra'n  running  in  the  opposite 
direction.  He  must  not  give  the  stop  signal  to  the  en- 
gineman  of  the  divided  train  if  the  block  in  advance  is 
clear,  but  must  give  the  ''Train  parted"  signal  (see  Train 
Rules  862  and  363).  Should  any  train  going  in  the  oppo- 
site direction  be  stopped,  it  may  be  allowed  to  proceed 
when  it  is  known  that  its  track  is  not  obstructed. 

507.  When  it  is  necessary  to  allow  more  than  one  train 
in  a  block,  the  signalman  will : 

Issue  "  Caution  card,"  Form  (B). 

or 

Give  "  Caution  signal." 


Rule  504/;.   See  Note  on  page  206. 


116 


But  a  train  shall  not  be  allowed  to  enter  a  block  occu- 
pied by  a  passenger  train,  except  as  provided  in  Rule 
511  or  by  special  order. 

508.  If  necessary,  while  it  is  passing  a  block  station, 
to  stop  a  train  for  which  a      Clear  signal "  (or  a 

Caution  signal")  has  been  given,  the  signalman  will 
give  hand  signals  in  addition  to  displaying  the  Stop 
signal,"  and  will  give  the  conductor  the  reason  for  the 
change. 

509.  A  signalman  having  orders  for  a  train  shall  dis- 
play the  block  signals  at  "  Stop  "  and  in  addition  display 

 .    The  signalman  may  allow  trains  so  stopped  to 

proceed  under  block  signal  rules  after  having  given 
them  clearance  cards  or  orders  as  per  Train  Rules. 

510.  A  signalman  informed  of  any  obstruction  in  a 
block  will  notify  the  signalman  at  the  other  end  of  that 
block.  The  "Clear  signal"  must  not  be  given  until  the 
obstruction  is  removed. 

511.  If  from  failure  of  telegraph  line  or  other  cause, 
a  signalman  be  unable  to  communicate  with  the  next 
block  station,  he  will  stop  trains  moving  in  that  direc- 
tion, give  to  each  written  notice  of  the  trouble,  and 
then  allow  them  to  proceed  under   with  min- 
utes interval,  until  communication  is  restored. 

512.  Lights  must  be  used  upon  the  block  signals  from 
one  hour  before  sunset  until  one  hour  after  §unrise,  and 
whenever  the  signal  indications  cannot  be  clearly  seen 
without  them. 

513.  Signalmen  must  have  the  proper  appliances  for 
hand  signaling  ready  for  immediate  use.  These  must 
be  used  when  the  proper  indication  cannot  be  given  by 
a  fixed  signal. 


Rule  513.    See  page  206. 


117 


514.  Block  stations  must  not  be  closed  without  per- 
mission of  the  ,  nor  until  the  signalman  at  the 

next  open  block  station  on  each  side  is  notified  and  the 
notice  acknowledged. 

RULES  FOR  ENGINEMEN  AND  TRAINMEN. 

531.  Block  signals,  unless  otherwise  provided,  do  not 
affect  the  rights  of  trains  under  the  time-table  or  train 
rules. 

532.  Block  signals  do  not  dispense  with  the  use  or  the 
observance  of  other  signals  whenever  or  wherever  they 
may  be  required. 

533.  Trains  may  pass  a  block  signal  which  displays 
either 

A  "  Clear  signal,"  or 
A  "  Caution  sigoal,"  or 

A  "  Stop  signal"  upon  receiving  a  "  Caution  card, 
Form  (B). 

Form  (B). 

LONDON  AND  PARIS  RAILWAY  COMPANY. 

CAUXIOX  CARD. 

Block  Station  ;   M.,  ....189. 

To  Engineman,  train  No  on  track. 

Block  is  not  clear.  You  may  proceed  with  caution  expect- 
ing to  find  track  obstructed. 

 Signalman. 

Enginemen  receiving  this  card  properly  filled  out  and  signed 
by  the  signalman,  may  proceed  with  the  train  under  control  pre- 
pared to  stop  short  of  any  obstruction  in  the  block. 

[PRINT  NAME.] 

  .  Superintendent. 

534.  An  engineman  holding  a  notice,  as  per  Rule  511, 
will  deliver  it  to  the  signalman  at  the  next  block  station 
and  personally  ascertain  from  him  whether  the  block  in 
advance  is  clear  before  proceeding. 


118 


535.  The  engineman  of  a  train  which  has  parted  will, 
on  approaching  a  block  station,  notify  the  signalman  by 
sounding  the  whistle  signal  for    Train  parted." 

536.  An  engineman  receiving  a  "  Train  parted  "  signal 
from  a  signalman  will  answer  by  the  whistle  signal  for 
''Train  parted."  When  the  train  has  been  re-coupled 
the  signalman  shall  be  notified. 

537.  At  a  block  station  where,  because  the  signalman 
is  absent  or  incapacitated,  instructions  cannot  be  ob- 
tained, trains  shall  wait  minutes  and  then  proceed 

with  caution,  the  conductor  reporting  accordingly  to 
the  from  the  next  block  station. 

538.  If  the  track  be  obstructed  between  block  stations 
notice  shall  be  given  to  the  nearest  block  signalman. 

539.  When  a  block  station  is  closed,  except  as  provided 
on  time-table  or  by  special  instructions,  notice  will  he 
given  by  . 


CONTROLLED  MANUAL 
BLOCK  SYSTEM. 


EEQTJISITES  OF  INSTALLATION 

AND 

RULES. 


121 


.  CONTROLLED  MANUAL  BLOCK 
SYSTEM. 

A  series  of  consecutive  blocks  controlled  by  block  sig- 
nals operated  manually,  and  which  by  its  construction 
requires  the  co-operation  of  the  signalmen  at  both  ends 
of  the  block  to  display  a  clear  signal. 

THE  REQUISITES  OF  INSTALLA.TION  ARE  : 

1.  The  normal  indication  of  Home  (and  Advance) 

block  signals,  Stop ;  (of  distant  block  signals,  

Caution): 

2.  Failure  of  any  part  directly  controlling  a  signal  to 
cause  it  to  give  the  normal  indication : 

3.  Failure  of  the  block  signal  instruments  or  electric 
circuits  to  prevent  the  disx)lay  of  a  clear  signal : 

4.  Signals  of  prescribed  form,  the  indications  given 
by  two  positions;  and,  in  addition,  at  night,  by  lights 
of  prescribed  color : 

5.  Where  the  semaphore  is  used  the  arm  displayed  to 
the  right  of  the  signal  mast  as  seen  from  an  approach- 
ing train : 

6.  The  signals  either  over,  or  upon  the  right  of,  and,  if 
practicable,  adjoining  the  track  upon  which  trains^re 
governed  by  them.  For  less  than  three  tracks,  signals 
for  trains  in  each  direction  may  be  on  the  same  support : 

7.  The  relative  position  of  the  home  signal  and  track 
instrument  or  releasing  circuit,  such  as  to  make  it 

necessary  that  the  rear  of  a  train  shall  have  passed  

feet  beyond  the  home  block  signal  before  the  signal  at 
the  preceding  block  station  can  be  released : 

8.  "When  signals  controlling  a  block  also  indicate  the 
position  of  main  track  switches,  all  such  switches  must 
be  locked  for  the  main  track  before  a  clear  signal  can 
be  given : 


122 

ADJUNCTS. 

The  following  may  be  used,  if  desired  : 

(A)  Distant  Block  Signals  interlocked  with  Home 
Block  Signals. 

(B)  Advance  Block  Signals  interlocked  with  :the 
Home  Block  Signal,  and  the  Distant  Block  Signal,  if 
used. 

(C)  Eepeaters  or  audible  signals  to  indicate  the  posi- 
tion of  signals  to  the  signalman  operating  them. 

(D)  Track  circuits.  • 

(E)  The  automatic  return  of  the  signal  to  the  normal 
indication. 

(F)  The  interlocking  of  switches  and  block  signals. 

(G)  Bell  circuits  for  signaling  between  a  block  station 
and  outlying  switches. 


123 


RULES  FOR  THE  CONTROLLED  MANUAL 
BLOCK  SYSTEM. 

601.  The  movement  of  trains  is  regulated  by  block 
signals  between  limits  designated  by  . 


602. 

HOME  AND 

ADVANCE  SIGNALS. 

Signal. 

Occasion  for 
Use.  .  . 

Indication. 

Name. 

Color. 

The  signal  will-  be 
displayed  when 

For  enginemen  and 
trainmen. 

As  used  in 
rules. 

{a)  Red. 
ib)  . 

Block  is  not  clear. 
Block  is  clear. 

Stop. 
Proceed. 

Stop  signal. 
Clear  signal. 

Where  the  semaphore  is  used,  the  governing  arm  is 
displayed  to  the  right  of  the  signal  mast  as  seen  from 
an  approaching  train,  and  the  indications  are  given  by 
positions  : 

Horizontal  as  the  equivalent  of  (a). 

Diagonal  below  as  the  equivalent  of  (b). 


DISTANT  SIGNALS. 


Signal. 

Occasion  for 
Use. 

Indication. 

Name. 

ic)  —. 
(0)  —. 

Home  (or  advance) 
signal  at  (a), 

Home(andadvance) 
signal  at  (^>). 

Proceed  with  caution 
to  the  home  (or  ad- 
vance) signal. 

Proceed. 

Caution  signal. 
Clear  signal. 

Where  the  semaphore  is  used,  the  governing  arm  is 
displayed  to  the  right  of  the  signal  mast  as  seen  from 
an  approaching  train,  and  the  indications  are  given  by 
positions  : 


Horizontal  as  the  equivalent  of  (c). 
Diagonal  below  as  the  equivalent  of  (d). 


124 


RULES  FOR  SIGNALMEN. 

603.  The  normal  indication  of  Home  (and  Advance) 
block  signals  is  [a)  as  above  ;  [of  Distant  block  signals 
(c)  as  above.] 

604.  A  register  is  required  at  each  block  station. 

605.  Block  signal  instruments  and  bells  must  be  used 
only  by  signalmen  and  as  directed  by  the  rules. 

606.  Bells  must  not  be  used  for  any  purpose  other  than 
to  give  the  prescribed  signals. 

607.  Bells  must  be  rung  deliberately  and  distinctly, 
and  answered  promptly.  All  signals  must  be  repeated 
until  answered. 

608.  The  prescribed  bell  signals  are  as  follows  : 

2—  All  right.  Yes. 

3 —  Unlock  my  lever.  Answer  by  unlocking,  or  5,  or 
3-1. 

4 —  Train  has  entered  block. 

5 —  Block  is  not  clear. 

6 —  Has  a  train  entered  this  block?  Answer  by  2,  or 
2-1. 

1-  2 — Clear.    Train  has  cleared  block. 

2-  1— No. 

2-  4 — Has  train  cleared  block  ?    Answer  by  1-2,  or  5. 

3-  1 — Have  unlocked.  If  levers  are  not  released,  in- 
strument must  be  out  of  order.  Block  is  clear.  This 
signal  must  be  answered  by  3-1  and  the  answer  acknowl- 
edged by  2.  It  must  not  be  used  unless  the  block  is 
known  to  be  clear.  A  signalman  having  received  3-1 
and  answered  it  by  3-1  and  received  2  in  acknowledg- 
ment, may  allow  train  to  proceed  under  Rule  617, 
announcing  it  by  4. 


Rule  C04.  See  Note  on  page  20C.   Rule  G08.  See  Notes  on  page  20G. 


125 


3-3 — Train  in  block  will  take  intermediate  siding. 
Answer  by  3-3. 

5-  5  5— Obstruction  in  block.  Stop  all  trains  ap- 
proaching this  station.    Answer  by  5-5-5. 

3-  3-3—3-3-3 — Train  in  block  has  broken  apart.  Answer 
by  3-3-3—3-3-3. 

4-  4-4 — Cars  running  away  in  the  wrong  direction  and 
proceeding  toward  you.    Answer  by  4-4-4. 

4-6-4 — Cars  running  away  in  the  right  direction  and 
proceeding  toward  you.    Answer  by  4-6-4. 

2  3-2 — Train  has  passed  without  markers.  This  signal 
to  be  given  to  station  in  advance.    Answer  by  2-3-2. 

5  2-5 — Train  has  passed  without  markers.  This  signal 
to  be  given  to  station  in  rear.    Answer  by  5-2  5. 

1-  4 — 1-4 — Stop  train  approaching  and  have  it  exam- 
ined.   Answer  by  2. 

2-  2-2 — Previous  signal  given  in  error.    Answer  by  2. 

2-  4-2 — Repeat  previous  signal. 

6-  6-6— Testing.    Answer  by  6-6-6. 

1— (Long  stroke.)   Answer  telegraph  call. 

When  bell  circuits  for  signaling  between  a  block 
station  and  outlying  switches  are  used,  the  following 
signals  will  be  given  and  observed  by  conductors  and 
signalmen : 

1-2-3 — Train  has  gone  on  siding.  All  clear.  Switch 
closed.    Answer  by  1-2-3. 

3-  4 — Train  is  ready  to  leave  siding.  Answer  by  3-4, 
or  5.  Conductor  when  ready  to  go  will  give  3-4,  and 
will  not  start  his  train  until  3-4  has  been  given  in  reply, 
and  this  must  not  be  given  by  the  signalman  unless 
the  block  is  clear. 

609.  To  receive  and  forward  a  train,  the  block  being 
clear,  and  signals  giving  the  normal  indication : 

In  answer  to,  3  from  the  block  station  in  the  rear, 
unlock  by  closing  the  circuit,  holding  it  closed  until 
acknowledged. 


126 


In  answer  to  4  from  the  block  station  in  the  rear,  give 
2,  then  give  the  block  station  in  advance  3.  If  released, 
give  2  in  acknowledgment,  then  clear  the  signals.  When 
the  train  enters  the  block  in  advance,  give  4  to  the 
block  station  in  advance.  When  the  train  has  passed 

the  home  signal  feet  give  1-2  to  the  station  in  the 

rear. 

610.  When  a  block  signal  has  been  cleared  it  must  be 
restored  to  its  normal  indication  as  soon  as  the  train  for 
which  it  was  cleared  has  passed  it. 

611.  Unless  otherwise  provided,  signalmen  must  not 
give  3  until  they  have  received  4  from  the  block  station 
in  the  rear,  nor  unlock  the  block  station  in  the  rear 
before  receiving  3. 

612.  Signalmen  must  observe  all  passing  trains  and 
note  whether  they  are  complete  and  in  order.  Should 
there  be  any  indication  of  conditions  endangering  a 
train,  or  a  train  on  another  track,  the  signal  1-4 — 1-4 
must  be  given  to  the  block  station  in  advance  and  the 
signalman  must  display  stop  signals,  in  both  directions, 
and  then  answer  1-4 — 1-4.  Should  a  train  going  in  the 
opposite  direction  be  stopped,  it  may  be  allowed  to  pro- 
ceed when  it  is  known  that  the  track  on  which  it  is 
running  is  not  obstructed.  When  practicable,  the  sig- 
nalman giving  1-4 — 1-4  must  inform  the  signalman  at 
the  other  end  of  the  block  why  the  signal  was  given. 

613.  Should  a  train  pass  a  block  station  without 
"markers,"  the  signalman  must  not  report  the  block 
clear,  but  will  give  2-3-2  to  the  block  station  in  advance 
and  5-2-5  to  the  block  station  in  the  rear,  and  not 
unlock  the  block  station  in  the  rear  until  the  signalman 
in  advance  has  reported  that  the  train  is  complete. 

614.  Should  a  train  pass  a  block  station  in  two  or 
more  parts,  the  signal  3-3-3 — 3-3-3  must  be  given  to 
the  block  station  in  advance.    A  signalman  receiving 


127 


this  signal  must  stop  any  train  running  in  the  opposite 
direction.  He  must  not  give  the  "  Stop  signal"  to  the 
engineman  of  the  divided  train  if  the  block  in  advance 
is  clear,  but  must  give  the  "  Train  parted  "  signal  (see 
Train  Rules  362  and  363) .  Should  any  train  going  in  the 
opposite  direction  be  stopped,  it  may  be  allowed  to  pro- 
ceed when  it  is  known  that  its  track  is  not  obstructed. 

615.  Should  cars  run  away  in  the  wrong  direction,  the 
signal  4-4-4  must  be  given  to  the  next  block  station 
toward  which  they  are  running.  Should  cars  run  away 
in  the  right  direction,  the  signal  4-6-4  must  be  given 
to  the  block  station  in  advance.  Signalmen  receiving 
either  of  these  signals  must  take  such  measures  for  the 
protection  of  trains  as  may  be  practicable. 

616.  A  signalman  receiving  notice  of  any  obstruction 
in  a  block  must  display  stop  signals  and  give  5-5-5  to 
the  signalman  at  the  other  end  of  that  block.  A  signal- 
man receiving  5-5-5  must  immediately  display  stop 
signals  and  then  answer  by  5-5-5.  The  "  Clear  signal" 
must  not  be  given  until  the  obstruction  is  removed. 

617a.  In  case  of  the  failure  of  block  signal  instru- 
ments, or  circuits,  or  when  the  block  signal  cannot  be 
changed  from  the  normal  indication,  a  signalman  hav- 
ing information  from  the  signalman  at  the  block  station 
in  advance  that  the  block  is  clear  may  admit  a  train  to 
the  block  by  giving  hand  or  lamp  signals  from  an  open 
side  window  of  the  block  station  in  the  direction  of  the 
approaching  train. 

617?>.  In  case  of  the  failure  of  block  signal  instru- 
ments, or  circuits,  or  when  the  block  signal  cannot  be 
changed  from  the  normal  indication,  a  signalman  hav- 
ing information  from  the  signalman  at  the  block  station, 
in  advance  that  the  block  is  clear,  may  admit  a  train  to 
the  block  by  the  use  of  Clearance  Card,  Forin   (C). 


Rules  6ir«  and  6176.   See  Note  on  page  20i5. 


128 


FOKM  (C). 

LONDON  AND  PARIS  RAILWAY  COMPANY. 


CI^HARATNTCK  CARD. 

 Block  Station  ,  189  ,  ....M 

To  Engineman  : 

Train  No  on  track.   Signal  cannot  be 

cleared;  proceed. 

 o . .,  Signalman. 

This  card  must  be  used  only  in  case  of  failure  of  block  signals, 
and  when  block  has  been  duly  reported  clear  by  the  signalman  at 
the  block  station  in  advance.  The  engineman  receiving  it  duly 
dated,  timed,  and  signed,  may  proceed. 

[PRINT  NAME.] 
 Superintendent. 

618.  When  a  train  is  admitted  to  a  block  as  pi'ovided 
in  Rule  617,  both  signalmen  must  use  every  precaution 
to  prevent  a  second  train  from  entering  the  block  until 
the  first  train  has  cleared  the  block. 

619.  In  case  of  the  failure  of  bell  circuits  and  tele- 
graph line,  signalmen  must  stop  every  approaching 
train  and  notify  the  conductor  and  engineman,  using 

the  blank  provided  for  that  purpose,  Form    (D). 

Should  no  cause  for  detaining  the  train  be  known,  it 

may  then  be  allowed  to  proceed,  provided  minutes 

have  elapsed  since  the  passage  of  the  last  preceding  train. 

Form  (D). 

LONDON  AND  PARIS  RAILWAY  COMPANY. 

CAUXIO^  CARD. 

 Block  Station,   189  M. 

To  Engineman,  train  No —  on  track. 

Bell  circuits  and  telegraph  line  have  failed.   You  may  proceed 

at  M.  with  caution,  expecting  to  find  track  obstructed. 

 Signalman. 

Enginemen  receiving  this  card  properly  filled  out  and  signed  by 
the  signalman,  may  proceed  with  the  train  under  control  pre- 
pared to  stop  short  of  any  obstruction  in  the  block. 

[PRINT  NAME.] 
 Siqierintendent. 


129 


620.  A  second  train  must  not  be  admitted  to  any  block 
until  the  first  has  cleared  the  block,  except  as  iirovided 
in  Rule  619. 

621.  A  signalman,  after  having  unlocked  the  block 
station  in  the  rear  or  given  3-1,  will  not  permit  train  or 
switching  movements  that  will  endanger  an  approach- 
ing train. 

622.  When,  as  provided  for  in  Rule  647,  coupled  trains 
have  been  separated,  the  signalman  must  regard  each 
portion  as  an  independent  train. 

623.  If  necessary,  while  it  is  passing  a  block  station, 
to  stop  a  train  for  which  a  Clear  signal has  been 
given,  the  signalman  wall  give  hand  signals  in  addition 
to  displaying  the  "  Stop  signal,*'  and  will  give  the  con- 
ductor the  reason  for  the  change. 

624.  A  signalman  having  orders  for  a  train  shall  dis- 
play the  block  signal  at  "Stop,"  and  in  addition  display 

 .    The  signalman  may  allow"  trains  so  stopped  to 

proceed  under  block  signal  rules  after  having  given 
them  clearance  cards  or  orders  as  per  Train  Rules. 

625.  Lights  must  be  used  upon  the  block  signals  from 
one  hour  before  sunset  until  one  hour  after  sunrise,  and 
whenever  the  signal  indications  cannot  be  clearly  seen 
without  them. 

626.  Signalmen  must  have  the  proper  appliances  for 
hand  signaling  and  keep  them  ready  for  immediate  use. 
Stop  signals  must  be  given  by  them  w^hen  that  indication 
cannot  be  given  by  a  fixed  signal. 

627.  Block  stations  must  not  be  closed  without  per- 
mission of  ,  nor  until  the  signalman  at  the 

next  open  block  station  on  each  side  is  notified  and  the 
notice  acknowledged. 


Rule  626.   See  page  206. 


130 


RULES  FOR  ENGINEMEN  AND  TRAINMEN. 

641.  Block  signals,  unless  otherwise  provided,  do  not 
affect  the  rights  of  trains  under  the  time-table  or  train 
rules. 

642.  Block  signals  do  not  dispense  with  the  use  or  the 
observance  of  other  signals  whenever  or  wherever  they 
may  be  required. 

648.  Block  signals  apply  only  to  trains  running  in  the 
established  direction,  not  to  trains  moving  in  the  oppo- 
site direction. 

644.  Either  a  red  flag  or  red  light  displayed  from  the  ' 
side  window  of  a  block  station,  or  either  a  flag  or  light 
swung  in  the  same  direction  as  across  the  track  signifies 
stop. 

645a.  Hand  signals  given  from  an  open  side  window 
of  a  block  station  in  the  direction  of  approaching  trains, 
overrule  the  indication  of  the  block  signal. 

A           flag  by  day  and  a           light  by  night,  raised 

and  lowered  vertically,  signifies  "  caution,"  and  gives  a 
train  the  right  to  run  through  the  block  under  control, 
prepared  to  stop  short  of  any  obstruction  that  may  be 
found  within  the  block. 

Enginemen  receiving  this  signal  must  acknowledge  it 
by  two  short  followed  by  one  short  blast  of  the  whistle. 

A           flag  by  day  and  a  light  by  night,  raised 

and  lowered  vertically,  signifies  that  the  block  is  clear, 
and  the  train  may  proceed. 

Enginemen  receiving  this  signal  must  acknowledge  it 
by  two  short  blasts  of  the  whistle. 

6455.  An  engineman  holding  a  Clearance  card.  Form 

  (C),  may  pafes  the  block  signal  indicating  ''stop," 

and  proceed  as  directed  by  the  card. 


Rule  645a  and  Rule  G45^.   See  Note  on  page  20C. 


181 


646.  An  engineman  holding  a  Caution  card  (Form  

D),  may  pass  the  block  signal  indicating  "stop,"  and 
proceed  as  directed  by  the  card,  and  will  deliver  it  to 
the  signalman  at  the  next  block  station  and  personally 
ascertain  from  him  that  the  block  in  advance  is  clear 
before  proceeding. 

647.  Unless  directed  by  special  instructions,  when  two 
or  more  trains  have  been  coupled  and  so  run  past  any 
block  station,  they  must  be  uncoupled  at  a  block  station 
only  and  the  signalman  notified. 

648.  The  engineman  of  a  train  which  has  parted  will, 
on  approaching  a  block  station,  notify  the  signalman  by 
sounding  the  whistle  signal  for  "  Train  parted." 

649.  An  engineman  receiving  a  "  Train  parted  "  signal 
from  a  signalman  will  answer  by  the  whistle  signal  for 
"Train  parted."  When  the  train  has  been  re-coupled 
the  signalman  shall  be  notified. 

650.  At  a  block  station  where,  because  the  signalman 
is  absent  or  incapacitated,  instructions  cannot  be  ob- 
tained, trains  shall  wait  minutes  and  then  proceed 

with  caution,  the  conductor  reporting  accordingly  to 
the  from  the  next  block  station. 

651.  If  the  track  be  obstructed  between  block  stations 
notice  must  be  given  to  the  nearest  block  signalman. 

652.  When  a  block  station  is  closed,  except  as  provided 
on  time-table  or  by  special  instructions,  notice  will  be 
given  by  . 


AUTOMATIC  BLOCK  SYSTEM. 


REQUISITES  OF  INSTALLATION 

AND 

RULES. 


135 


AUTOMATIC  BLOCK  SYSTEM. 

A  series  of  consecutive  blocks  controlled  by  block 
signals  operated  by  electric,  pneumatic  or  other  agency, 
actuated  by  a  train  or  by  certain  conditions  affecting 
the  use  of  a  block. 

THE  REQUISITES  OF  INSTALLATION  ARE  : 

1.  That  the  failure  of  any  part  controlling  a  signal 
shall  cause  the  Home  block  signal  to  indicate — Stop  ; 
(Distant  block  signal— Caution) : 

2.  Signals  of  prescribed  form,  the  indications  given 
by  two  positions ;  and,  in  addition,  at  night  by  lights 
of  prescribed  color : 

3.  Where  the  semaphore  is  used,  ihe  arm  displayed  to 
the  right  of  the  signal  mast,  as  seen  from  an  approach- 
ing train : 

4.  The  signals,  either  over,  or  upon  the  right  of,  and 
if  practicable,  adjoining  the  track  upon  which  trains 
are  governed  by  them.  For  less  than  three  tracks,  signals 
for  trains  in  each  direction  may  be  on  the  same  support : 

5.  All  switches  in  the  main  track  so  connected  with 
the  block  signals  that  the  block  signal  back  of  the  switch 
will  display  a  "Stop  signal"  when  the  switch  is  not  set 
for  the  main  track  : 

6.  The  signal  connections  and  operating  mechanism 
so  arranged  that  a  Home  block  signal  for  an  unoccupied 
block,  shall  display  a  "Stop  signal"  after  the  head  of 
a  train  shall  have  passed  it : 

ADJUNCTS. 

The  following  may  be  used,  if  desired  : 

(A)  Distant  Block  Signals  in  circuit  with  correspond- 
ing Home  Block  Signals. 

(B)  Track  Circuits. 

(C)  Indicators  at  main  track  switches. 


136 


RULES  FOR  THE  AUTOMATIC  BLOCK 
SYSTEM. 

701.  The  movement  of  trains  is  regulated  by  block 
signals  between  limits  designated  by  . 

702.  HOME  SIGNALS. 


Signal. 

Occasion  for  Use. 

Indication. 

Name. 

Color. 

The  signal  will 
appear  when 

For  enginemen  and 
trainmen. 

As  used  in 
rules. 

(a)  Red. 
(^)  . 

Block  is  not  clear. 
Block  is  clear. 

Stop. 
Proceed. 

Stop  signal. 
Clear  signal. 

Where  the  semaphore  is  used  the  governing  arm  is 
displayed  to  the  right  of  the  signal  mast  as  seen  from 
an  approaching  train,  and  the  indications  are  given  by 
positions : 

Horizontal  as  the  equivalent  of  (a). 

Diagonal  *  as  the  equivalent  of  (5). 

Where  a  single  disc  is  used  for  two  indications  these 

are  given  by  position  of  a  "  f  "  disc  as  seen  from  an 

approaching  train : 

Disc  displayed  as  the  equivalent  of  (a). 

Disc  withdrawn  as  the  equivalent  of  (b). 


DISTANT  SIGNALS. 


Signal. 

Occasion  tor  Use. 

Indication. 

Name. 

Color. 

The  signal  will 
appear  when 

For  enginemen  and 
trainmen. 

As  used  in 
rules. 

(c)  . 

Home  signal  is  at 
(a)  or  track  ob- 
structed  be- 
tween Distant 
and  Home  sig- 
nal. 

Proceed  with  caution 
to  the  home  signal. 

Caution  signal. 

id)  . 

Home  signal  is 
at  (b). 

Proceed. 

Clear  signal. 

Rule  702.   *  Angle  above  or  below  the  horizontal,   t  Color. 


Where  the  semaphore  is  used,  the  governing  arm  is 
displayed  to  the  right  of  the  signal  mast  as  seen  from 
an  approaching  traxn,  and  the  indications  are  given  by 
positions: 

Horizontal  as  the  equivalent  of  (c). 

Diagonal  ^  as  the  equivalent  of  (d). 

Where  a  single  disc  is  used  for  two  indications  these 

are  given  by  position  of  a  "  f  "  disc  as  seen  from  an 

approaching  train : 

Disc  displayed  as  the  equivalent  of  (c). 

Disc  withdrawn  as  the  equivalent  of  (d) . 

703.  Block  Signals,  unless  otherwise  provided,  do  not 
affect  the  rights  of  trains  under  the  time-table  or  train 
rules. 

704.  Block  Signals  do  not  dispense  with  the  use  or  the 
observance  of  other  signals  whenever  or  wherever  they 
may  be  required. 

705.  Block  Signals  apply  to  the  trains  in  the  estab- 
lished direction,  not  to  trains  in  the  opposite  direction. 

706.  When  a  train  is  stopped  by  a  block  signal  it  may 
proceed  : 

When  the  signal  is  cleared,  or 

After  waiting  minutes  and  then  running  under 

caution,  or 

Preceded  by  a  flagman  to  the  next  clear  signal. 

707.  When  a  signal  is  out  of  service  the  fact  will  be 
indicated  by  . 

Trains  finding  a  signal  out  of  service  will,  unless  other- 
wise directed,  proceed  with  caution  to  the  next  signal. 


Rule  70-4.   *  Angle  above  or  below  the  horizontal,   t  Color. 


139 


gPECIAL  ATTENTION  is  called  to 
tlie  following*  recommendatory  and 
explanatory  notes  adopted  by  tlie 
Committee  on  Train  Rules.  Also  to 
tlie  Decisions  of  tlie  Committee  on 
various  points  under  tlie  Train  Rules. 


140 

EXPLANATORY  NOTES 

ADOPTED  BY  THE 

COMMITTEE  ON  TRAIN  RULES. 


For  Rule  304. 

[Note.— The  blank  in  the  above  rule  may  be  filled  for  each  road 
to  suit  its  own  organization  or  requirements.] 
(Eule  304  omitted.   See  foot  note  page  163.) 

For  Rule  313. 

[Note.— In  order  to  detect  possible  errors  at  junction  points  and 
to  secure  uniformity,  the  Committee  recommends  that  the  time 
be  disseminated  to  all  points  at  the  same  hour.  They  consider 
it  of  great  importance  that  the  time  be  obtained  from  some 
observatory  of  recognized  standing.] 

For  Rule  316. 

[Note.— Where  this  system  of  examining  watches  has  been 
adopted,  the  result  of  the  examination  has  developed  the  fact 
that  a  large  percentage  of  the  watches  previously  in  use  were 
unfit  to  run  trains  by.] 

For  Rule  320  (A),  (B),  (C). 

[Note.— The  Committee  has  recommended  three  forms  of  Rule 
320,  leaving  it  discretionary  with  each  road  to  adopt  any  one  of 
these,  as  best  suits  its  own  requirements.] 

For  Rule  321. 

[Note.— The  Committee  recommends  that  each  company  adopt 
such  method  as  it  may  prefer  in  filling  the  above  blank  as  to 
the  manner  of  calling  attention  to  such  meeting  or  passing 
points.] 

For  Rule  322. 

[Note.— The  Committee  recommends  that  odd  numbers  shall  be 
given  to  West  or  South-bound  trains,  and  even  numbers  to 
East  or  North-bound  trains.] 

For  Rule  337. 

[Note.— The  Committee  finds  on  investigation  that  the  combined 
green  and  white  signal  denoting  an  irregular  train  following, 
as  suggested  by  the  ''Committee  on  Uniform  Train  Signals" 
in  its  report  of  October  11,  1883,  and  adopted  by  the  Conven- 
tion of  October  9,  1884,  is  unsatisfactory  and  is  used  by  a  very 


141 


limited  number  of  roads.  As  your  Committee  has  found  it  im- 
practicable to  suggest  any  combination  of  signals,  sufficiently 
distinct  from  other  signals,  they  do  not  recommend  the  carry- 
ing of  any  signal  denoting  an  irregular  train  following,  and 
have  therefore  omitted  the  signal  from  the  Rules.] 

The  note  for  Rule  337  was  omitted  in  the  revision  of 

April  18,  1895. 

For  Rule  348. 

[Note.— In  order  to  avoid  duplicating  signals  the  Committee  has 
recommended  that  the  above  named  signal  be  substituted  for 
the  three  short  blasts  now  used,  with  which  much  dissatisfac- 
tion has  been  expressed.  In  the  opinion  of  some  of  the  Com- 
mittee this  rule  is  unnecessary.] 

This  note  for  Rule  348  was  omitted  in  the  revision  of 

April  18,  1895. 

For  Rule  376. 

[Note.— In  connection  with  the  subject  of  signals  the  Committee 
recommends  that  no  cross-arms  or  telegraph  poles  placed  along 
the  lines  shall  be  permitted  to  be  painted  red  or  green.] 

For  Rule  384.' 

[Note.— It  being  represented  to  the  Committee  that  some  of  the 
roads  represented  in  the  Convention  will  be  unable,  on  account 
of  limited  telegraph  facilities,  and  other  local  causes,  to  carry 
out  this  rule  in  its  literal  meaning  and  full  scope,  it  is  suggested 
by  the  Committee  that  such  roads  may  issue  regulations  to  ar- 
range this  matter  in  some  other  way.  The  Committee  believe, 
however,  that  a  test  of  the  rule,  as  approved  by  the  Committee, 
and  its  literal  enforcement,  will  result  to  the  entire  satisfaction 
of  those  using  it.] 

This  note  to  Rule  384  was  omitted  in  the  revision  of 
April  18,  1895. 

For  Rule  385. 

[See  note  under  Rule  386.] 

For  Rule  386. 

[Note  on  Rules  Nos.  385  and  386.— The  Committee  recommends, 
in  case  grades  or  other  conditions  are  such  that  on  any  line  or 
parts  of  line  greater  protection  is  necessary.  Rule  No.  385  should 
require  a  clearance  of  FIVE  minutes,  axad  Rule  No.  386  of  TEN 
minutes.] 


142 


For  Rule  389. 

[See  note  under  Rule  390.] 

For  Rule  390. 

[Note.— The  Committee  recommends,  in  case  grades  or  other 
conditions  are  such  that  on  any  line  or  parts  of  a  line  greater 
protection  is  necessary,  Rules  Nos.  389  and  390  should  allow  a 
clearance  of  TEN  minutes  or  more.] 

For  Rule  396. 

[Note.— The  Committee,  on  account  of  the  existing  great  diver- 
sities of  grades,  amount  of  traffic  and  other  local  circumstances, 
have  left  blanks  in  Rule  No.  396  for  each  company  to  fill  out, 
after  determining  what  times,  if  any,  are  necessary  either  for 
its  road  as  a  whole  or  for  each  division.] 

This  note,  together  with  Rule  396,  was  omitted  in  the 
revision  of  April  18,  1895. 

For  Rule  397. 

[Note.— The  Committee,  finding  that  the  distances  and  times 
necessary  for  flagmen  to  go  back  differ  so  much  on  account  of 
grades,  amount  of  traffic  and  other  local  circumstances,  have 
left  blanks  for  each  company  to  determine  what  distance  and 
time  is  necessary,  either  for  its  road  as  a  whole,  or  for  each 
division.] 

This  note,  together  with  Rule  397,  was  omitted  in  the 
revision  of  April  18,1895. 

For  Rules  399,  400,  401  and  402. 

[See  note  under  Rule  397.]   Omitted  in  revision  of  April  18, 1895. 

For  Rule  402. 

[Note.— In  regard  to  backing  trains  upon  the  main  track  or 
crossing  over  on  double  track  to  move  in  the  wrong  direction 
to  avoid  obstructions,  the  Committee  believe  that  owing  to  the 
different  conditions  of  the  train  service,  etc.,  on  the  various 
roads,  it  is  impossible  to  formulate  a  rule  which  can  be  gen- 
erally adopted,  and  therefore  recommend  that  each  company 
issue  such  special  instructions  to  cover  this  case  as  its  circum- 
stances may  require.] 

This  note  was  omitted  in  the  revision  of  April  18, 

1895. 


143 


For  Rule  403. 

[Note. — The  Committee,  finding  that  the  distances  and  times 
necessary  for  flagmen  to  go  back  differ  so  much  on  account  of 
grades,  amount  of  traffic  and  other  local  circumstances,  have 
left  blanks  for  each  company  to  determine  what  distance  and 
time  is  necessary,  either  for  its  road  as  a  whole,  or  for  each 
division.] 

For  Rule  450. 

[Note.— On  roads  whose  organization  provides  that  any  other 
officer  than  the  Superintendent  shall  direct  train  movements, 
the  official  title  of  such  officer  may  be  substituted  in  the  above 
rule.  The  Committee  considers  it  essential,  however,  that  but 
one  person's  signature  should  be  used  in  directing  train  move- 
ments on  any  dispatching  division.] 

For  Rule  454. 

[See  note  under  Kule  450.] 

For  Rule  457. 

[Note.— On  roads  which  desire  the  operator  at  a  meeting  point 
to  have  copies  of  the  order,  the  several  addresses  will  be,  first, 
the  operator  at  whose  station  the  trains  are  to  meet,  and  next 
in  the  order  of  superiority  of  the  rights  of  trains.] 

For  Rule  459. 

[Note.— The  blank  in  the  above  rule  may  be  filled  for  each  road 
to  suit  its  own  requirements.  On  roads  where  the  signature  of 
the  engineman  is  desired,  the  words  except  enginemen,"  and 
the  last  sentence  in  the  second  paragraph  may  be  omitted. 
See  also  note  under  Rule  450.] 

[Individual  operator's  signals  may  be  used  when  desired  in  addi- 
tion to  office  signals,  as  here  and  elsewhere  provided  for.] 

For  Rule  460. 

[Note.— On  roads  where  the  signature  of  the  engineman  and  pilot 
is  desired,  the  words  engineman  and  pilot "  may  be  added 
after  the  word    conductor  "  in  the  first  paragraph  of  Rule  400.] 

For  Rule  461. 

[Note.— On  roads  where  it  is  desired  the  signature  of  the  con- 
ductors (or  conductors,  enginemen  and  pilots)  may  be  taken  by 
the  operator  on  the  delivery  of  the  order.  See  also  note  under 
Rule  450.  The  Committee  has  recommended  two  forms  of 
train  orders,— the  ''31"  order  and  the  ''19"  order;  leaving  it 
discretionary  with  the  roads  to  adopt  one  or  both  of  these 
forms.] 


144 


For  Rules  464  and  467. 

[See  note  under  Rule  450.] 
For  Rule  469. 

[See  note  under  Kule  460.] 
For  Rules  474  (A)  and  474  (B). 

[Note.— The  Committee  has  recommended  two  forms  of  Rule 
474,  leaving  it  discretionary  with  the  roads  to  adopt  one  or  both 
of  these  forms  according  to  the  circumstances  of  their  traffic] 

For  Rule  475. 

[See  note  under  Rule  450.] 

For  Rule  476. 

[Note.— In  case  any  roads  desire  to  state  time  in  words  as  well 
as  figm-es,  the  Committee  sees  no  objection  to  their  doing  so.] 

For  Rule  477. 

[See  note  under  Rule  450.] 

For  Form  H. 

[Note. — The  Committee  has  recommended  two  forms  of  orders 
for  work  train  extras,  leaving  it  discretionary  with  the  roads 
to  adopt  one  or  both  of  the  forms,  according  to  the  circum- 
stances of  the  traffic  on  the  different  roads  or  different  divisions 
of  the  same  road.] 


145 


QUESTIONS 

On  Various  Points  under  the  Train  Rules 
and  Decisions  of  the  Committee. 


Rule  317. 

We  have  seven  branches  on  which  one  or  more  of  the  crews  start 
in  the  morning  from  the  end  of  the  road,  come  to  the  junction  point 
with  the  main  line,  and  return  to  the  end  of  the  road  in  the  after- 
noon. It  is  our  intention  to  have  standard  clocks  at  the  junction 
points,  and  I  would  be  pleased  to  know  if  we  would  be  conforming 
to  the  rule  by  having  the  men  regulate  their  watches  when  they  ar- 
rive at  the  junction  point,  or  whether  we  should  have  a  standard 
clock  at  the  end  of  each  of  these  branches.  It  strikes  me  it  would 
be  just  as  well  to  have  the  clocks  at  the  junction  points.  The  main 
line  men  would  then  have  the  benefit  of  them.  We  cannot  afford  to 
have  the  standard  clocks  at  both  places.  We  propose  to  have  all 
standard  clocks  regulated  by  the  clock  in  the  train  dispatcher's 
office." 

The  Committee  decided  that  it  would  be  entirely  in 
conformity  with  the  spirit  of  the  rule  to  put  standard 
clocks  at  the  junction  points,  covering  the  same  by 
special  instructions. — April  8,  1890. 

Rule  320. 

The  following  question  and  example  was  submitted  to 
the  Committee  : 

Exam2)le:  Train  No.  1  under  the  old  time-table  leaves  B  at  10  00 
a.m.  The  new  time-table  takes  effect  at  10  00  a.m.,  June  1st.  On 
the  new  time-table  No.  1  leaves  B  at  9  00  a.m.  and  C  at  10  00  a.m. 
Does  the  new  time-table  provide  for  No.  1  between  B  and  C  on  June 
1st,  or  is  the  train  annulled  ?  If  annulled,  is  it  annulled  only  between 
B  and  C,  or  is  it  annulled  from  B  to  the  end  of  the  division  ?  If  not 
annulled,  should  No.  1  consider  itself  one  hour  late  at  B  and  govern 
itself  accordingly?" 

The  Committee  decided  that,  in  such  an  instance,  the 
plain  duty  of  the  Superintendent  is  to  conform  to  Rule 
302,*  and  issue  special  instructions  to  provide  for  such  a 
contingency,  as  it  can  only  affect  the  train  for  one  day. 
—October  13,  1891. 


*  See  Rule  2. 


146 


Rules  322,  828  and  375. 

Rule  322— "It  is  our  intention  to  adopt  this  rule  as  far  as  passenger 
trains  are  concerned.  I  have  looked  over  quite  a  number  of  time 
cards,  and  do  not  remember  of  a  single  instance  where  this  rule  is 
applied  to  freight  trains.  As  it  is  at  present,  our  local  trains  go  along 
and  enquire  if  there  is  any  freight  to  go,  and  at  night  the  pick-up 
trains  stop  and  look  in  the  bill  boxes.  I  do  not  see  how  we  could  do 
otherwise  and  get  the  freight  moved  as  promptly  as  it  is  now." 

Rules  328  and  375— "I  hardly  see  how  roads  situated  as  we  are  can 
enforce  these  rules.  Suppose  there  is  a  flag  station  at  which  there  is 
no  agent  or  other  person  to  display  the  proper  signals  when  passen- 
gers wish  to  get  on,  or  suppose  a  passenger  wants  to  get  on  one  of 
the  night  trains  at  a  station  the  business  of  which  will  not  justify 
keeping  a  man  on  duty  at  night.  How  would  the  passenger  go  about 
flagging  the  train,  taking  it  for  granted  the  station  was  a  flag  station 
for  that  train  ?  It  would  not  do  to  leave  the  lamps  where  the  public 
at  large,  tramps  and  small  boys  could  have  access  to  them,  and  under 
the  rules  the  engineer  would  have  no  right  to  stop  unless  flagged 
with  the  regulation  signal,  at  least  nothing  could  be  said  to  him  if 
he  were  to  run  by  the  passenger.  I  have  had  some  to  explain,  or  at 
least  to  attempt  to  do  so,  by  calling  my  attention  to  Kule  332,  but  I  do 
not  think  Eule  332  has  anything  to  do  with  stopping  a  train  for  pas- 
sengers. At  stations  that  are  flag  stations  for  night  trains  it  is  the 
usual  custom  for  the  passengers  to  flag  the  train  with  a  fire-brand  or 
something  of  that  sort. 

The  Committee  decided  that  special  arrangements 
should  be  made  to  cover  such  detailed  cases  as  those  in 
^omt— April  8,  1890. 

Rule  326. 

In  answer  to  a  suggestion  that  some  other  color  than 
green  should  be  used  for  "caution,"  the  Committee 
agreed  to  the  following  statement :  The  Committee 
cannot  recommend  the  use  of  any  other  color  except 
green  for  caution,  no  other  color  having  been  discov- 
ered that  will  answer  the  purpose  as  well.  They  would 
welcome  the  discovery  of  some  other  distinctive  color 
that  could  be  used. — April  14,  1892. 

Rule  328. 

[See  decision  under  Rule  322.] 

Rules  336  and  337. 

The  question  was  asked,  in  regard  to  the  practice  under  the  rules, 
whether  it  is  intended  that  flags  should  be  displayed  by  day  only,  or 
that  flags,  in  addition  to  lights,  should  be  displayed  at  night. 


147 


In  the  formulation  of  the  Standard  Code  it  was  consid- 
ered by  the  Committee  that  the  use  of  lights  alone  at 
night,  as  then  generally  practiced,  was  sufficient,  but, 
in  view  of  the  great  increase  in  electric  lights  at  sta- 
tions, which  render  the  signal  lights  less  distinct,  and  in 
view  of  the  possibility  of  signal  lights  being  less  visible 
at  twilight,  the  Committee  decided  to  report  the  follow- 
ing resolutions  : 

Resolved,  That  Rule  336  be  amended  to  read  as  follows: 

Rule  336.  Two  green  flags  by  day  and  night,  and,  in 
addition,  two  green  lights  by  night,  displayed  in  the 
places  provided  for  that  purpose  on  the  front  of  an  en- 
gine, denote  that  the  train  is  followed  by  another  train, 
running  on  the  same  schedule  and  entitled  to  the  same 
time-tables  rights  as  the  train  carrying  the  signals. 

Resolved,  That  Rule  337  be  amended  to  read  as  fol- 
lows : 

Rule  337.  Two  white  flags  by  day  and  night,  and,  in 
addition,  two  white  lights  by  night,  displayed  in  the 
places  provided  for  that  purpose  on  the  front  of  an  en- 
gine, denote  that  the  train  is  an  extra.  These  signals 
must  be  displayed  by  all  extra  trains,  but  not  by  yard 
engines. 

Note. — The  amendments  are  shown  in  italics. 

Resolved,  That  the  diagrams  illustrating  the  manner 
of  using  signals  be  altered  accordingly. 
April  7,  1891. 

The  amendments  were  adopted  by  the  Association 
on  April  8,  1891. 

Rule  342. 

The  following  addition  was  proposed  :  When  given  in  response  to 
a  flagman's  signal  to  stop,  this  signal  shall  be  given  twice  (thus 

 )  with  a  sufficient  length  of  time  intervening  to  prevent  its 

being  taken  for  the  four  short  blasts  mentioned  in  Rule  340. 

After  full  discussion  the  Committee  was  unable  to  see 
its  way  clear  to  adopt  the  suggestion. — April  14,  1891. 


148 


Rule  374. 

A  member  asked  the  question  as  to  whether,  under  the  second  par- 
agraph of  this  rule,  the  head-lights  of  engines  on  side  tracks  must  be 
covered  only  when  waiting  for  trains  or  otherwise. 

After  fully  considering  the  possible  misinterpretation 
in  practice  of  this  rule  as  it  now  reads,  the  Committee 
recommended  that  the  wording  of  the  rule  be  slightly 
altered,  and,  therefore,  reported  the  following  resolu- 
tion for  the  consideration  of  the  Convention  : 

Resolved,  That  the  second  paragraph  of  Rule  374  be 
altered  to  read  as  follows  : 

"Head-lights  on  engines,  when  on  side  tracks,  must 
be  covered  as  soon  as  the  track  is  clear  and  train  has 
stopped,  and  also  when  standing  at  the  end  of  double 
track." 

April  7,  1891. 

Amendment  adopted  by  the  Association  April  8, 1891. 
Rule  375. 

[See  decision  under  Rule  322.] 

Rule  384. 

This  is  a  first-class  rule,  except  that  it  requires  the  giving  of  an 
additional  number  of  train  orders.  Take  for  granted  we  put  this 
rule  into  effect,  and  give  the  southbound  trains  the  right  to  the  track. 
Suppose  a  southbound  train  is  late  and  does  not  reach  A,  the  south- 
ern terminus  of  our  road,  before  the  leaving  time  of  a  northbound 
train  of  the  same  class.  The  northbound  train  will  have  to  be  given 
orders  against  the  delayed  southbound  train,  and  in  case  the  wires 
were  to  go  down  not  a  train  except  those  of  superior  class  could 
budge.  I  will  be  glad  to  do  away  with  our  half-hour  rule,  but  think 
it  should  be  so  arranged  that  a  southbound  train  failing  to  make  A 
before  the  leaving  time  of  a  train  of  the  same  class  should  keep  en- 
tirely out  of  the  way  of  said  northbound  train.  In  my  opinion  this 
would  reduce  the  number  of  train  orders  and  aid  in  getting  trains 
out  of  A.  It  would  add  some  little  complications  to  be  sure,  but 
men  who  have  been  running  under  the  half -hour  rille  would  fall  into 
the  arrangement  very  readily,  I  should  imagine." 

In  regard  to  the  criticism  of  Rule  384,  the  Committee 
referred  to  the  note  on  same  on  page  141  of  the  Code  of 
Standard  Train  Rules,  with  the  further  information  that 
the  experience  of  a  large  number  of  roa.ds  that  have 


149 


recently  adopted  Rule  384.  as  formulated,  has  demon- 
strated the  fact  that  the  operation  of  trains  has  been 
facilitated  and  that  the  delays  have  been  much  less  than 
under  the  thirty-minut(^  rule  referred  to. — April  8,  1890. 

Rule  385. 

"  May  an  inferior  train  pass  the  switch  to  back  in  without  flagging? 
the  superior  train?" 

The  reply  of  the  Committee  was  in  the  negative. — 
February  24,  1893. 


Rule  386. 

In  answer  to  a  question  respecting  Rule  386  it  was  de- 
cided as  the  sense  of  the  Committee  that  the  words 
"five  minutes  off  the  time"  refer  to  the  time  of  the 
superior  train  at  the  station  where  the  trains  meet. — 
April  14,  1892. 


Rule  393. 

"  Will  you  please  submit  to  the  Committee  on  Train  Rules  the  ad- 
visability of  changing  Rule  393  of  the  Standard  Code,  so  as  to  strike 
out  in  the  latter  clause  the  words  '  of  the  same  class.'  I  enclose  one 
of  our  rule  books,  and  would  refer  you  to  S.  F.  &  W.  Rule  227.  S.  F. 
&  W.  Rule  227  specifies  that  no  train  must  pass  a  meeting  point  at  a 
greater  rate  of  speed  than  eight  miles  per  hour.  Standard  Rule  393 
states : 

'All  trains  must  stop  at  schedule  meeting  or  passing  points  on 
single  track,  if  the  train  to  be  met  or  passed  is  of  the  same  class,  un- 
less the  switches  are  plainly  seen  to  be  right,  the  track  clear,'  etc. 

Standard  Train  Rule  383  says  : 
"  '  A  train  of  inferior  class  must  in  all  cases  keep  out  of  the  way  of 
a  train  of  superior  class,  except  as  provided  in  Rule  406.' 

Now,  what  occurs  to  me  is  that  the  whole  of  these  rules  were 
intended  by  the  Committee  to  bear  upon  the  point  of  having  the 
switches  in  the  proper  position,  and  in  the  event  they  w^ere  not  in 
proper  position  the  moving  train  would  be  under  control. 

''  It  appears  to  me  that  in  Standard  Rule  393  the  wording  '  of  the 
same  class '  destroys  the  intention  of  this  order.  For  instance,  a 
passenger  train  passing  a  freight  train  on  single  track  at  a  turnout, 
under  this  rule,  is  not  compelled  to  reduce  its  speed  in  accordance 
with  S.  F.  &  W.  Rule  227,  as  Standard  Rule  393  says  they  must  be  of 
the  same  class. 


150 


If  there  is  no  modification  of  tlie  rule  by  erasing  the  words  '  of 
the  same  class,'  then  it  occurs  to  me  that  passenger  trains  can  run 
by  inferior  (^lass  trains  at  as  high  rate  of  speed  as  they  choose,  dis- 
regarding {Standard  llule  383.  Tliere  are  instances  when  Standard 
Rule  383  cannot  be  carried  out  under  certain  conditions,  such  as  short 
side  tracks,  heavy  freight  trains  and  grades,  which  may  prevent  the 
inferior  train  from  being  on  the  side  track,  clear  of  superior  trains, 
when  if  Rule  393  was  modified  with  the  words  '  of  the  same  class ' 
stricken  out,  the  same  would  have  to  reduce  speed  in  accordance 
with  S.  F.  &  W.  Rule  227." 

The  judgment  of  the  Committee  was  that  the  rule,  as 
approved  by  the  Convention,  is  correct  and  according  to 
the  best  practice. 

The  Committee  beheves  that  as  few  restrictions  and 
exceptions  as  possible  should  be  interposed  in  the  way 
of  permitting  trains  to  make  time,  as,  for  example,  that 
trains  delayed  at  stations  should  protect  themselves, 
rather  than  continue  the  old  practice  of  compelling 
all  trains  to  feel  their  way  into  stations,  expecting  to 
find  trains  occupying  the  main  track  without  proper 
protection. 

The  precaution  required  by  Standard  Rule  393  is 
thought  to  be  necessary  only  for  cases  in  which  there 
is  no  time  clearance  required. — October  8,  1889. 


Rule  398. 

''Please  see  Rule  No.  398  of  the  Standard  Code.  I  would  like  to 
be  advised  of  the  particular  circumstances  in  mind  by  the  Committee 
at  the  time  this  rule  was  formulated ;  the  particular  class  of  roads 
it  was  expected  it  would  affect,  and  anything  else  in  connection 
with  the  rule  that  will  be  of  interest  in  discussing  the  adoption  of  it 
for  our  line.  In  looking  over  these  rules  it  seems  as  though  Rule 
No.  399  leaves  a  great  deal  to  the  discretion  of  the  companies  in  the 
adoption  of  flagging  rule,  and  that  means  in  turn  leaving  something 
to  the  discretion  of  the  conductors  which  is  impossible  to  cover  in 
carrying  out  the  principle.  Yet  before  we  come  to  Rule  No.  399 
Rule  No.  398  seems  to  lay  down  a  very  iron-clad  principle  which,  oh 
such  a  single  track  road  as  ours  where  but  two  brakemen  are  em- 
ployed on  almost  all  freight  trains,  and  being  a  level  prairie  road,  it 
would  hardly  seem  as  though  the  rule  was  necessary,  and  it  would 
seem  best  that  it  should  be  left  out." 

In  answer  to  the  above  the  Committee  stated : 
That  in  its  opinion  the  rear  of  the  train  should  not  be 
left  unguarded  by  the  absence  of  a  competent  employe. 


151 


The  importance  of  this  precaution  has  not  until  the 
present  time  been  questioned,  and  the  Committee  under 
the  circumstances  does  not  know  of  any  better  way  of 
providing  for  the  required  protection  than  the  manner 
specified  in  this  rule. — September  12,  1895. 

Rule  403. 

''A  freight  train  of  fifty-five  cars  pulling  out  of  a  siding  breaks 
loose  three  cars  from  the  caboose.  The  three  cars  and  caboose  are 
stopped  on  the  siding  by  the  flagman,  who  is  on  the  rear  end,  before 
they  run  out  of  the  siding.  The  main  line  in  the  direction  in  which 
the  train  is  going  is  down  grade  and  on  a  curve  so  that  the  engine- 
man  cannot  be  promptly  signalled.  The  conductor,  who  is  at  the 
switch,  sees  that  the  train  is  broken  apart  and  jumps  on  the  last  car 
attached  to  the  train  as  it  passes  the  switch,  leaving  the  flagman  on 
the  detached  portion  on  the  siding.  By  the  time  the  engineman  can 
be  signalled  the  train  has  gone  down  grade  so  that  it  cannot  be 
backed  up.  The  conductor,  therefore,  takes  the  portion  of  the  train 
which  he  has  to  the  next  siding,  at  a  distance  of  several  miles,  and 
returns  with  the  light  engine  for  the  detached  portion.  In  the  mean- 
time a  passenger  train  running  on  a  fast  schedule,  without  a  stop  at 
the  siding,  arrives  and  the  flagman  stops  it  and  informs  it  of  the  cir- 
cumstances. While  the  flagman  does  not  know  that  the  condxictor 
intends  to  come  back  with  the  light  engine,  on  the  chance  of  their 
doing  so  he  notifies  the  passenger  train  and  they  wait.  The  engineer 
and  conductor  come  back  with  the  light  engine  against  the  passenger 
train  presuming  that  it  is  stopped  in  accordance  with  Rule  403.  The 
question  is,  whether  under  that  rule  the  engine  of  the  freight  train 
had  a  right  to  come  back  to  recover  the  detached  portion,  which 
they  know  to  have  been  left  on  a  siding,  against  the  passenger  train. 

''Another  actual  case,  putting  the  point  in  still,  perhaps,  better 
light,  is  one  which  recently  occurred.  The  passenger  train  arrives 
at  a  siding  and  finds  a  caboose  with  several  cars  in  front  of  it  with 
the  markers  up  on  the  rear  end  of  the  caboose  and  no  trainmen  at 
the  siding.  The  engineer  and  conductor  of  the  passenger  train  take 
this  portion  of  a  train  with  markers  on  the  rear  as  notification  of  a 
portion  of  a  train  of  which  the  front  portion  might  come  back,  and 
wait  at  the  siding  until  they  get  assurance  to  the  contrary.  It  is  to 
be  observed  in  reference  to  these  two  cases  that  Rule  403  does  not 
limit  the  right  of  a  train  to  come  back  to  recover  its  detached  por- 
tion to  the  case  of  breaking  loose  on  the  main  line  only.  On  the 
contrary,  the  fact  that  a  portion  of  a  train  with  markers  is  found  on 
a  siding  is  only  an  indication  that  some  break  loose  has  happened. 
In  the  last  case  stated  the  indication  of  the  switch  being  set  to  the 
main  line  would  lead  to  presume  to  the  contrary,  but  the  position  of 
the  switch  should  not  be  given  conclusive  weight  under  any  circum- 
stances. 


152 


In  the  first  case  above  mentioned,  we  would  be  glad  to  have  the 
construction  of  the  Train  Rule  Committee  as  to  the  right  of  the 
engine  of  the  front  train,  under  Rule  403,  to  come  back  for  the 
detached  portion ;  and  in  the  second  as  to  whether  the  passenger 
train  was  right  in  waiting  on  finding  the  detached  cars  with  markers 
on  the  rear  of  the  caboose  standing  on  the  siding." 

In  reply,  the  Committee  decide  d  that  in  the  first  case, 
in  accordance  with  Rule  403,  the  engine  had  absolute 
right  to  go  back  to  recover  the  detached  portion  of 
train.  In  the  second  case  the  passenger  train  should 
not  have  waited. — December  9,  1896. 

Rule  405. 

In  case  a  leading  section  had  passed  such  a  point,  would  another 
train  of  the  same  class  have  a  right  to  go  ahead  of  following  sections 
of  such  overdue  train  ? 

Answer — Yes. — February  24,  1893. 
Rule  406. 

A  member  has  inquired  as  to  whether  when  an  extra  is  overtaken 
by  another  extra,  the  second  extra  has  the  right  to  run  around  the 
first  extra  without  special  orders  ? 

The  Committee  decided  that  one  extra  has  no  right  to 
run  around  another  extra^  moving  in  the  same  direction, 
without  special  orders. — April  8,  1890. 

Rule  408. 

In  reply  to  inquiries  respecting  Standard  Rule  408,  the 
Committee  stated  that  the  last  paragraph  of  the  rule  is 
intended  to  mean  that,  "  until  the  disabled  train  can 
reach  the  next  open  telegrapn  office,  it  will  assume  the 
rights  and  orders  of  the  train  last  taking  its  rights  and 
orders."— Oc^o?)er  8,  1889. 

A  member  called  the  attention  of  the  Committee  to  the  fact  that 
the  last  sentence  of  this  rule,  in  reference  to  ''the  last  train  passing 
the  disabled  train,"  is  liable  to  misconstruction. 

The  rule  has  been  the  subject  of  much  controversy, 
and  in  order  that  it  might  not  be  misunderstood,  the 
Committee  recommended  the  adoption  of  the  following 
resolutions : 

Resolved,  That  the  second  sentence  of  Rule  408  be 
amended  to  read  as  follows  : 


153 


The  disabled  train  will  assume  the  rights  of  the  last 
train  passing  it  with  which  it  exchanged  rights  or  orders, 
till  the  next  telegraph  office  which  is  open  is  reached." 

(The  amendment  consists  in  the  addition  of  the  words 
in  italics.) 

Adopted  by  the  Association  April  8,  1891. 

The  Committee  was  requested  to  define  the  character 
•  of  the  disability  to  which  this  rule  refers  with  greater 
distinctness. 

The  Committee  thought  that  any  trouble  in  regard  to 
the  meaning  of  the  word  "disabled"  could  only  occur 
when  it  is  of  minor  importance.  In  such  a  case  the 
judgment  of  conductors  and  enginemen  must  be  used, 
always  bearing  in  mind  that  the  rule  is  intended  to  ex- 
pedite the  movement  of  trains. — April  7,  1891. 

Rule  417. 

The  question  of  the  proper  interpretation  of  Rule  417  was  brought 
before  the  Committee,  it  having  been  stated  that  the  word  "respon- 
sible "  is  ambiguous. 

The  Committee  unanimously  agreed  that  the  conduc- 
tor is  the  person  to  be  held  responsible  for  the  proper  use 
of  the  switches  by  himself  or  his  trainmen,  and  that  the 
word  "responsible"  should  be  taken  in  its  true,  literal, 
dictionary  sense,  viz.:  answerable,  amenable,  account- 
able.—ApHZ  8,  1890. 

Rule  450. 

The  following  questions  were  asked  in  regard  to  this  rule  : 

Fi?'8t — As  Rule  450  only  authorizes  the  issuance  of  orders  varying 

from  or  additional  to  the  time-table,  am  I  correct  in  assuming  that 

an  order  does  not  affect  a  standard  rule  ? 
Second— If  train  orders  as  per  Forms  A  to  L  affect  rules,  where  will 

I  find  authority  ? 

Third— If  orders  affect  time-tables  only  as  per  Rule  450,  do  they 
affect  everything  on  the  time-table,  which  is  the  existence  of  trains 
and  their  time  and  class  ? 

The  Committee  stated  that  Rule  450  authorizes  the  is- 
suance of  orders  for  the  movement  of  trains  which  are 
not  provided  for  in  the  time-table  and  the  authority  for 
the  execution  of  such  orders  is  the  signature  of  the  sup- 
erintendent thereto  attached.  As  the  time-table  is  made 
to  conform  to  the  Standard  Code  the  assumption  that  an 
order  does  not  affect  a  Standard  Rule  is  not  correct. 


154 


In  regard  to  the  second  inquiry,  as  has  been  above 
stated,  the  authority  is  *^on  the  signature  of  the  super- 
intendent." In  regard  to  the  third  inquiry.  Rule  450  is 
clear  when  taken  in  connection  with  the  form  of  orders 
and  only  affects  what  is  contained  in  an  order,  and 
trains  may  be  annulled  and  their  time  and  class 
dianged. — April  7,  1891. 

Rule  451. 

The  following  questions  were  submitted  to  the  Committee  : 
"  Order  20  gives  Engine  17  right  to  work  extra  between  Rendville 
and  Drakes,  protecting  itself  against  other'  specified  extras.  Order 
37  gives  Engine  15,  south-bound,  rights  to  run  extra  Fultonham  to 
Drakes,  which  puts  them  over  the  limit  assigned  Engine  17,  saying  in 
the  order  Engine  17  is  working  extra  between  Rendville  and  Drakes, 
but  does  not  say  that  Engine  17  is  protecting  itself.  When  Engine  15 
arrives  at  Rendville,  which  is  the  northern  limits  covered  by  Extra 
17's  orders,  how  does  Extra  15,  according  to  the  rule,  or  Order  37,  get 
from  Rendville  to  Drakes  without  flagging  against  Extra  17.  This 
information  is  asked  for  as  it  is  not  clear  that  on  Orders  37,  Extra  15 
can  get  over  the  limits  of  Extra  17,  working  between  Rendville  and 
Drakes,  without  flagging.  Has  the  explanations  to  the  examples, 
given  under  Forms  of  Orders,  any  thing  to  do  with  Rule  451  ?  Should 
the  orders  not  be  given,  and  run  upon,  strictly  in  accordance  with 
that  rule  ?  And  is,  or  is  it  not,  necessary  under  the  circumstances 
for  Extra  15  to  protect  itself  when  it  strikes  the  limit  of  work  train 
Extra  17?" 

In  the  judgment  of  the  Committee  the  orders  referred 
to  do  not  violate  the  requirements  of  Rule  451,  for  the 
reason  that  Order  No.  20  to  Engine  17  was  of  such  a 
charact  r  that  no  other  train  could  be  directly  affected 
by  it,  and  Order  No.  37  to  Engine  15  in  no  way  affected 
Order  No.  20  held  by  Engine  17.  The  answer  to  the  last 
ques  ion  as  to  whether  Engine  15  should  protect  itself 
within  the  limits  of  Engine  17  is  '"no."  See  last  para- 
graph under  Form  H. — December  9,  1896. 

Rule  459. 

Is  it  intended  that  when  the  dispatcher  gives  ''complete"  to  an 
order  with  the  Superintendent's  initials,  should  the  Superintendent's 
initials  be  placed  on  the  bottom  of  the  blank  under  the  word  "com- 
plete." If  it  is  not  the  intention  to  do  this,  why  are  the  Superin- 
tendent's initials  used  after  the  word  "  complete? " 

It  was  ruled  that  the  Superintendent's  initials  are  sent 
over  the  wire  after  the  word  "complete"  to  authorize 


155 


the  operator  to  write  the  word  complete"  on  the  copy 
and  to  sign  his  "  last  name  in  full"  to  connect  the  oper- 
ator with  the  order.  The  Superintendent's  initials  need 
not  be  written  on  the  order  after  the  word  "  complete." 
—Septeinher  9,  1892. 

Rule  474  (B). 

A  member  of  the  Association  presented  to  the  Committee  the  sug- 
gestion that  the  following  note  to  Rule  474  (B)  should  be  adopted : 
Note.— Nothing  in  this  rule  will  authorize  a  train  to  pass  a 
train  order  signal  at  danger,  without  a  clearance  card  in  regu- 
lar form,  signed  by  the  operator  on  duty."] 

The  Committee  does  riot  deem  it  advisable  to  change 
the  practice  authorized  in  Rule  474  (B),  but  sees  no 
objection  to  any  road  issiiing  a  clearance  card  in  addi- 
tion to  a  train  order  where  the  conditions  of  service  may 
require  it— March  16,  1896. 

Forms  A  and  C. 

In  answer  to  a  question  submitted  the  Committee 
stated  that  the  two  forms,  Form  A  and  Form  C,  may  be 
used  in  conjunction  for  the  same  trains. — April  14, 1892. 

Form  A. 

No.  40  and  Work  Extra  237  will  meet  at  Rome."  At  8  30  p.m.,  or 
at  the  expiration  of  the  work  limits,  work  extra  has  not  reached 
Rome  ;  how  are  both  trains  to  be  governed  after  this  hour? " 

In  answer  the  Committee  stated  that  No.  40  could  not 
pass  home  without  orders,  and  that  if  Work  Extra  287 
had  orders  to  work  only  until  8  30  p.m.  it  has  no  right 
to  the  track  after  that  hour.  Under  the  circumstances 
the  second  form  of  Form  E  of  Train  Orders  would  have 
been  the  preferable  form  to  use. — September  7, 1893. 

Form  C. 

If  an  inferior  train  is  given  right  of  track  order  against  a  superior 
train  to  a  designated  point,  is  it  competent  for  the  train  dispatcher 
to  issue  subsequently  an  order  making  a  definite  meeting  point  be- 
tween the  trains  designated  in  the  right  of  track  order  at  an  inter- 
mediate station,  unless  and  until  the  previous  order  giving  right  of 
track  to  inferior  train  is  superseded  or  annulled? " 

The  Committee  decided  that  it  was  competent  and 
proper  for  the  dispatcher  to  make  a  definite  meeting 


156 


point  between  the  trains  designated  in  the  right  of  track 
order  at  an  intermediate  station,  and  it  would  not  be 
necessary  to  previously  annul  the  right  of  track  before 
doing  so. — April  14,  1892. 

Form  C. 

If  an  inferior  train  be  given  a  right  of  track  order  against  a  supe- 
rior train  to  a  designated  point,  is  it  competent  for  the  train  dis- 
patcher to  issue,  subsequently,  an  order  making  a  definite  meeting 
point  between  trains  designated  in  the  right  of  track  order  at  an 
intermediate  station,  unless  or  until  the  right  of  track  order  is  super- 
seded or  annulled  ? 

It  was  decided  "That  after  having  given  a  train  a 
right  of  track  order  against  an  opposing  train  it  is  per- 
fectly competent  and  proper  to  make  a  definite  meeting 
point  between  the  two  trains  without  annulling  or  re- 
calling the  right  of  track  order. — February  24,  1892. 

Form  C. 

Northbound,  odd  numbers  are  ruling  trains  ;  No.  2  gets  an  order 
at  A  giving  him  the  right  of  track  against  No.  1  from  A  to  F.  A 
subsequent  order  is  given  that  Nos.  1  and  2  will  meet-  at  E.  (E  being 
an  intermediate  station.)  What  train  takes  the  siding?  Does  the 
meeting  order  kill  the  right  of  track  order? " 

The  Committee  decided  that  the  train  having  the 
right  of  track  under  the  special  order  would  hold  the 
main  track. — March  8,  1894. 

Form  E. 

The  Committee  received  the  following  communication  in  regard  to 
Form  E,    Time  Orders." 

Under  example  1,  Form  E,  of  Train  Orders.  Special  East  leaves 
Omaha  with  an  order  reading  that  No.  1  will  run  30  minutes  late. 
New  York  to  Chicago.  Will  this  give  the  special  until  3  25  to  reach 
Chicago,  or  must  they  reach  there  at  2  55  ?  If  they  must  reach  there 
at  2  55  of  course  they  are  not  aided  any,  against  No.  1,  by  the  order, 
as  they  have  a  right  to  go  there  at  2  55,  3  o'clock  being  the  leaving 
time  of  No.  1.  On  the  other  hand,  it  is  argued  that  No.  I's  order  has 
expired  on  her  arrival  at  Chicago  30  minutes  late,  at  3  o'clock,  and 
has  nothing  to  prevent  her  leaving  at  3  00  or  3  01  provided  her  work 
is  done,  or  she  has  none  to  do,  and,  of  course,  in  this  event,  the 
special  would  not  be  helped  any  by  the  order.  A  great  many  con- 
ductors have  said  that  they  would  run  against  No.  1  until  3  25  to 
make  Chicago. 


157 


'^Another  case.  No.  1  is  instructed  to  rim  10  minutes  late.  New 
York  to  Rochester ;  they  pass  Syracuse  10  minutes  late,  which  is  the 
last  station  they  are  timed  at  east  of  Rochester.  The  train  has  but 
one  time  at  Rochester,  which  is  their  leaving;'  time,  and,  consequently, 
there  is  no  time  for  them  to  arrive  10  minutes  late  by.  Their  runnin^^ 
time  from  Syracuse  is  slow  enough  to  enable  them  to  make  up  this 
10  minutes  and  be  ready  to  leave  Rochester  on  time,  or  within  one 
or  two  minutes  of  it,  and  as  their  order  expired  as  soon  as  they 
arrived  at  Rochester,  what  would  prevent  them  from  leaving  S>Ta- 
cuse  10  minutes  late  and  arriving  at  Rochester  at  their  leaving  time, 
they  having  no  arriving  time,  and  its  being  generally  understood 
that  train  is  due  to  reach  the  next  station  (if  no  arriving  time  is 
given)  as  soon  as  they  can  get  there  after  leaving  the  last  station  as 
ordered  or  required  by  schedule." 

In  regard  to  the  first  question  the  Committee  decided 
that,  inasmuch  as  the  order  delivered  to  the  special  at 
Omaha  did  not  control  the  movement  of  No.  1  west  of 
Chicago,  the  order  could  not  have  been  used  by  the 
special  until  after  its  arrival  at  Chicago.  It  was,  there- 
fore, an  improper  order  to  issue  to  move  the  special  from 
Omaha  to  Chicago.  If  it  was  the  purpose  to  move  the 
special  to  Chicago  against  No.  1,  the  order  prescribed  in 
No.  2  of  Form  E  should  have  been  used.  In  the  opinion 
of  the  Committee  the  issuing  of  this  order,  as  stated, 
gave  rise  to  the  difficulty  which  the  gentleman  men- 
tions. 

In  regard  to  the  second  question,  No.  1,  with  an  order 
to  run  10  minutes  late  from  New  York  to  Rochester, 
should  leave  all  intermediate  stations  10  minutes  late, 
and  arrive  at  Rochester  (as  no  arriving  time  is  shown 
there)  as  much  ahead  of  its  leaving  time  as  it  would  be 
permitted  to  do  when  running  without  an  order,  that 
is  to  say,  the  only  difference  this  order  makes  is  that  tlie 
figures  on  the  time-table  are  changed  10  minutes  later 
between  the  points  specified  in  the  order,  and,  as  there 
is  only  one  time  given  at  Rochester,  which  is  the  leaving 
time,  the  order  practically  expired  when  the  train  left 
Syracuse. — October  13,  1891. 

Form  F. 

The  following  questions  v^ere  asked  in  regard  to  Form  F  : 
For  instance  we  should  use  Example  1  that  No.  2  will  carry  sig- 
nals Fowler  to  Fox  for  engine  636,  would  No.  2  when  they  should 
arrive  at  Fox  have  to  have  orders  to  run  as  No.  2  from  Fox  to  York  ? 
No.  2,  understand,  is  a  first-class  train,  and  this  engine  and  crew  run 
on  this  train  regular  from  Fowler  to  York.   Is  there  any  difference 


158 


in  the  meaning  of  the  two  examples  (1  and  2)  and  does  it  make  any 
difference  whether  terminal  or  not,  or  to  class  trains,  or  which  ex- 
ample we  use  ?  Or  suppose  we  run  en.gine  636  as  first  No.  2  Fowler 
to  York,  would  the  regular  train  have  a  right  to  proceed  from  Fox 
to  York  without  orders  ? " 

The  Committee  decdded  that  in  the  first  case  Train  No. 
2  would  take  down  its  classification  signal  and  proceed 
from  Fox  on  its  time-table  rights.  The  second  case, 
second  section  of  No.  2,  which  is  the  regular  train,  liaA^- 
ing  fulfilled  the  order  would  proceed  from  Fox  under 
time-table  rights. — March  8,  1894. 

Form  G. 

The  following  question  was  asked  the  Committee  in  regard  to 
Form  G.      For  arranging  a  schedule  for  a  special  train." 

''Will  you  kindly  say  if  special  trains  should  carry  a  white  signal? 
There  is  a  wide  difference  of  opinion  on  this  subject,  and  I  respect- 
fully refer  the  question  to  you." 

A  train  running  under  Example  No.  1,  Form  G,  would 
carry  the  white  classification  signals,  because  it  is  a 
train  not  represented  on  the  time-table,  and  is  therefore 
an  extra  train.  A  train  running  under  Example  No.  2, 
Form  (jr,  would  not  carry  the  white  classification  signals, 
because  the  order  expressly  states  that  its  schedule  is  a 
supplement  to  the  current  time-table,  and  therefore 
makes  it  a  regular  train. 

The  Committee  has  under  consideration  the  question 
as  to  whether  the  word  speciaV  in  Example  No.  2, 
Form  G,  should  not  be  eliminated. — October  13,  1891. 

Form  H.— Example  (d). 

Is  the  word    extra  "  before  292  omitted  intentionally  ?  ' 

The  Committee  voted  that  the  word  "extra"  should 
be  omitted  in  the  example. — February  24,  1893. 

Form  H.— Paragraph  (/). 

The  question  was  asked  the  Committee  whether  under  Form  II 
Paragraph  (/),  of  Train  Orders,  a  work  train  is  authorized  to  flag 
against  all  regular  trains  ? 

The  Committee  decided  that  the  form  does  not  permit 
a  work  train  to  occupy  the  main  line  until  the  arrival  of 
regular  trains,  but  that  it  does  permit  a  work  train  to 


159 


occupy  the  main  track  until  the  arrival  of  an  extra  from 
either  direction  by  properly  protecting  itself. — Ajyril 
7,  1891. 

Form  K. 

The  Jamestown  and  Yorktown  Divisions  are  operated  as  two 
separate  di\isions—  the  Jamestown  Division  and  the  Yorktown  Divi- 
sion, Jamestown  Shops  beinji^  the  dividing  point;  the  time-table, 
however,  is  continuous.  Train  No.  16  leaves  Yorktown  at  9  40  p.m. 
and  leaves  Jamestown  Shops  at  12  10  a.m.  It  is  decided  to  annul 
train  16,  which  starts  from  Yorktown,  January  1st,  on  the  James- 
town Division.  Question— Should  the  order  read  Train  16,  of  Jan- 
uary 1,  1893,  is  annulled  on  Jamestown  Division,"  or  should  it  be 
''January  2d?" 

The  Committee  decided  that  in  such  a  case  the  order 
should  read  "Train  No.  16  leaving  Yorktown  at  9  40 
p.m.,  January  1st,  is  annulled  on  Jamestown  Division," 
or  "  leaving  Jamestown  12  10  a.m.  of  January  2d  is  an- 
nulled "—^pn7  14,  1892. 

Form  L. 

Referring  to  the  following  paragraph  : 

''If  an  order  which  is  to  be  annulled  has  not  been  delivered  to  a 
train,  the  annulling  order  will  be  addressed  to  the  operator,"  &c.,  the 
Cominittee  was  asked  what  is  meant  by  the  word  "delivered." 
Whether  it  means  the  delivery  to  the  trainmen  after  the  order  is 
made  complete  only,  or  whether  it  includes  the  delivery  of  an  order 
that  has  not  been  made  complete  to  the  engineer  and  conductor  for 
signature,  and  the  occasion  for  annulling  the  order  does  not  arise 
until  after  such  signatures  have  been  received.  If  the  meaning  of 
the  word  "delivered"  applies  only  to  the  case  first  stated,  what 
official  knowledge  can  the  conductor  and  engineer,  who  have  signed 
the  order,  have  that  the  order  has  been  annulled,  and  that  they 
would  not  be  responsible  for  its  fulfillment  ? 

In  answer  to  the  above  the  Committee  stated  :  That  in 
the  judgment  of  the  Committee  the  delivery  of  an  order 
can  take  place  only  after  "complete"  has  been  given  as 
stated  in  Rules  459  and  iQl.— December  10,  1896. 

Miscellaneous. 

A  letter  was  submitted  in  regard  to  the  proper  color 
to  be  used  for  switch  lights.  Respecting  this  question 
it  is  the  unanimous  opinion  of  the  Committee  that  red 


160 


and  white  are  the  proper  colors,  but  it  has  purposely 
omitted  any  mention  of  the  fame  in  the  rules,  believing 
that  the  signification  of  the  colors  determines  the  same, 
there  being  no  question  about  the  use  of  red  for  open 
switches.  If  white  is  used,  it  means  that  there  is  no 
restriction  as  to  speed  uidess  otherwise  ordered.  If 
green  is  used,  it  means  that  caution  is  to  be  used  and  it 
is  a  signal  to  go  slower. — April  8,  1890. 

A  form  of  record  and  operators'  transfer  of  orders 
was  submitted  to  the  Committee,  and  while  it  thought 
the  form  a  good  one,  it  was  of  the  opinion  that  such 
matters  must  be  left  to  the  judgment  of  each  line  to  be 
determined  according  to  the  circumstances  governing 
its  operation. — April  7,  18^1. 

A  question  was  submitted  to  the  Committee  in  refer- 
ence to  the  color  and  shape  of  distant  semaphore  signals 
for  head-on  switches. 

The  opinion  of  the  Committee  was  that  under  no  cir- 
cumstances should  red  be  used  as  a  cautionary  signal ; 
the  proper  color  is  green.  The  determination  of  the 
shape  of  the  semaphore  should  be  left  to  each  road. 
Taking  into  consideration  the  fact  that  semaphores  are 
now  being  used  for  block  purposes,  it  may  be  desirable 
to  uae  different  shapes  for  different  purposes. 

The  question  as  to  what  the  distant  signal  is  to  denote, 
determines  the  color.  If  it  is  not  intended  to  stop  the 
train  until  the  signal  is  changed,  it  should  be  red  ;  if  in- 
tended to  allow  the  train  to  pass  under  control,  the  sig- 
nal should  be  green. — ApiHl  7  1891. 

If  an  extra  train  overtakes  a  regular  train  can  it  pass  it  without 
orders  to  do  so  ?  Take,  for  example,  a  local  freight  train  at  a  busy 
station  where  it  is  allowed  an  hour  to  do  its  work  and  does  not 
occupy  the  main  line.  Can  extras  pass  during  that  time,  provided 
they  do  not  get  on  the  time  of  the  regular  train? 

Answer — Yes. — February  24,  1893. 

The  following  inquiry  has  been  submitted  to  the  Com- 
mittee : 

''We  notice  that  it  has  been  decided  by  the  Association  to  drop 
from  the  Code  of  Train  Rules,  Rules  Nos.  7,  8,  10  and  others.  Is  it 
the  intention  to  drop  these  rules  out  entirely,  or  to  place  them  in 
some  other  part  of  the  book,  and  if  the  latter,  has  any  suggestion 
been  made  towards  the  part  in  which  they  will  be  placed? 


161 


"Also,  how  is  it  intended  to  fill  the  space  made  vacant  by  the 
dropping  of  these  numbers? " 

The  Committee  would  say  that  it  considered  these 
questions  in  its  arrangement  of  the  Standard  Code  of 
Train  Rules,  and  has  adopted  the  form  shown  in  the 
edition  of  April,  1895,*  thus  preserving  the  original 
numbers  of  the  rules. 


*  This  was  by  inserting  the  word  (omitted)  opposite  the  number  of 
the  v\\\.e—S€j)tember  12,  1895. 


162 


The  following  subjects  were  referred  to 
the  Committee  on  Train  Rules  for  con- 
sideration : 

1.  The  definition  of  the  duties  and  authority  of  a  Pilot, 
and  the  circumstances  under  which  a  train  should  be 
provided  with  one.    (See  Rule  453.) 

The  Committee  reported  as  follows  : 

A  Pilot  is  a  person  placed  on  a  train  when,  in  the 
judgment  of  the  proper  authority,  an  engineman  or 
conductor,  or  both,  are  unacquainted  with  the  physical 
characteristics  or  running  rules  of  the  road  or  portion  of 
the  road  over  which  the  train  is  to  be  moved. 

The  responsibility  of  a  Pilot  is  the  same  as  the  respon- 
sibilty  of  the  engineman  or  conductor,  or  both,  whom 
he  pilots. 

2.  In  regard  to  the  use  of  a  combination  of  red  and 
white  lights  on  the  rear  end  of  a  train.  (See  Rule  334.) 

After  examining  the  results  of  experiments  made  on 
the  Wabash  and  the  Pennsylvania  Railroad  the  Com- 
mittee unanimously  concluded  that  red  lights  alone  are 
better  than  a  combination  of  red  and  white  lights  for 
marking  the  rear  end  of  a  train.  Both  sets  of  experi- 
ments, conducted  independently  of  each  other,  brought 
out  the  fact  that  the  white  light  somewhat  obscured  the 
red  ;  that  is  to  say,  the  red  disappeared  from  view  sooner 
when  shown  in  connection  with  the  white  than  when 
shown  alone,  the  red  being  absorbed  by  the  white. 

It  was  also  suggested  to  the  Committee  that  the  use  of 
white  lights  in  connection  with  red  lights  for  rear-end 
signals  would  interfere  with  the  semapliore  bracket  sig- 
nals, on  which  many  of  the  displays  would  be  in  the 
same  relative  position  as  when  a  white  light  or  lights 
were  used  in  connection  with  one  or  more  red  lights  on 
the  rear  end  of  a  train. 

October  13,  1887. 


1G3 


ORIGINAL  AND  AMENDED  FORMS  OF  TRAIN  RULES. 


Original  reading  of  General  Notice: 

GENERAL  NOTICE. 

It  is  of  the  utmost  importance  that  proper  rules  for 
the  government  of  the  employes  of  a  railroad  com- 
pany should  be  literally  and  absolutely  enforced,  in 
order  to  make  such  rules  efficient.  If  they  cannot  or 
ought  not  to  be  enforced,  they  ought  not  to  exist. 
Officers  or  employes  whose  duty  it  may  be  to  make 
or  enforce  rules,  however  temporary  or  unimportant 
they  may  seem,  should  keep  this  clearly  in  mind.  If 
in  the  judgment  of  any  one  whose  duty  it  is  to  en- 
force a  rule,  such  rule  cannot  or  ought  not  to  be 
enforced,  he  should  at  once  bring  it  to  the  attention 
of  those  in  authority. 

All  employes  should  be  required  to  be  polite  and 
considerate  in  their  intercourse  with  the  public.  The 
reputation  and  prosperity  of  a  company  depend  greatly 
upon  the  promptness  with  which  its  business  is  con- 
ducted and  the  manner  in  which  its  patrons  are  treated 
by  its  employes. 

Amended  reading,  adopted  April  7,  1897 
(See  page  10.)   

Original  reading  of  Rules  301,  802  and  303  : 
301.  The  Rules  herein  set  forth  apply  to  and  govern 

all  roads  operated  by  the  

 Co. 

Note— The  General  Rules  adopted  April  7,  1897,  superseded  Rules 
301,  302,  303,  304,  305,  306,  307,  310  and  311. 
(See  page  13.) 


164 


They  shall  take  effect  

and  supersede  all  prior  rules  and  instructions,  in  what- 
soever form  issued,  which  are  inconsistent  therewith. 

(See  foot  note.) 

302.  In  addition  to  these  rules,  the  Time-tables  will 
contain  special  instructions,  as  the  same  may  be  found 
necessary.  Special  instructions,  whether  in  conflict 
with  these  rules  or  not,  which  may  be  given  by  proper 
authority,  whether  upon  the  Time-tables  or  otherwise, 
shall  be  fully  observed  while  in  force. 

(See  foot  note.) 

303.  The  head  of  each  department  must  be  conversant 
with  the  rules,  supply  copies  of  them  to  his  subordin- 
ates, see  that  they  are  understood,  enforce  obedience  to 
them,  and  report  to  the  proper  officer  all  violations  and 
the  action  taken  thereon. 

(See  foot  note.)   

Original  reading  of  Rule  SOIf, : 

304.  Every  employee  of  this  company  whose  duties  are 
in  any  way  prescribed  by  these  rules  must  always  have 
a  copy  of  them  at  hand  when  on  duty,  and  must  be 
conversant  with  every  rule.  He  must  render  all  the 
assistance  in  his  power  in  carrying  them  out,  and  im- 
mediately report  any  infringement  of  them  to  the  head 
of  his  department. 

Amended  reading,  adopted  April  18,  1895  : 

304.  Every  employe  whose  duties  are  in  any  way  pre- 
scribed by  these  rules  must  always  have  a  copy  of  them 
at  hand  when  on  duty,  and  must  be  conversant  with 
every  rule.  He  must  render  all  the  assistance  in  his 
power  in  carrying  them  out,  afid  immediately  report 

any  infringement  of  them  to  the  . 

(See  foot  note.) 

Note.— The  General  Rules  adopted  April  7,  1897,  superseded  Rules 
301,  802,  303,  304,  305,  306,  307,  310  and  311.  (See  page  13.) 


165 


Original  reading  of  Rule  305  : 

305.  The  fact  that  any  person  enters,  or  remains  in,  the 
service  of  the  company  will  be  considered  as  an  assur- 
ance of  willingness  to  obey  its  rules.  No  one  will  be 
excused  for  the  violation  of  any  of  them,  even  though 
not  included  in  those  applicable  to  his  department. 

Amended  reading,  adopted  April  18,  1895  : 

305.  The  fact  that  any  person  enters,  or  remains  in,  the 
service  will  be  considered  as  an  assurance  of  willingness 
to  obey  its  rules.  No  one  will  be  excused  for  the  viola- 
tion of  any  of  them,  even  though  not  included  in  those 
applicable  to  his  department. 
(See  foot  note.) 


Original  reading  of  Ride  306  : 

306.  If  in  doubt  as  to  the  meaning  of  any  rule,  or 
special  instructions,  application  must  ba  made  at  once  to 
the  proper  authority  for  an  explanation.  Ignorance  is 
no  excuse  for  neglect  of  duty. 

(See  foot  note.) 


Original  reading  of  Rule  307 : 

307.  All  employees  will  be  regarded  as  in  the  line  of 
promotion,  advancement  depending  upon  the  faithful 
discharge  of  duty,  and  capacity  for  increased  respon- 
sibility. 

Revision  adopted  April  18,  1895  : 

Rule  307  is  a  statement  of  principles  affecting  general 
discipline,  and  is  out  of  place  in  a  Code  of  Train  Rules, 
and  is  therefore  eliminated. 

(See  foot  note.) 


Note.— The  General  Rules  adopted  April  7, 1897,  superseded  Rules 
301,  302,  303,  304,  305,  306,  307,  310  and  311.  (See  page  13.) 


16f3 

Original  reading  of  Rule  308 : 

308.  If  an  employee  should  be  disabled  by  sickness,  or 
other  cause,  the  right  to  claim  compensation  will  not  be 
recognized.  An  allowance,  if  made,  will  be  a  gratuity, 
justified  by  the  circumstances  of  the  case,  and  the  em- 
ployee's previous  good  conduct. 

Revision  adopted  April  18,  1895  : 

Rule  308  is  a  statement  of  principles  affecting  general 
discipline,  and  is  out  of  place  in  a  Code  of  Train  Rules, 
and  is  therefore  eliminated. 


Original  reading  of  Rule  300 : 

309.  Every  employe,  while  on  duty  connected  with  the 
trains  on  any  division  of  the  road,  is  under  the  author- 
ity, and  must  conform  to  the  orders,  of  the  superin- 
tendent of  that  division. 

Rule  309  was  transferred  on  April  7, 1895,  to  the  Com- 
mittee on  General  Regulations  for  Employes  with  the 
view  to  its  incorporation  in  the  rules  to  be  reported  by 
that  Committee. 


Original  reading  of  Rule  310  : 

310.  Employees  must  wear  the  prescribed  badges  or 
uniforms  while  on  duty. 

Revision  adopted  April  18,  1895  : 

Rule  310  belongs  among  General  Regulations  for  Em- 
ployes, and  not  in  a  Code  of  Train  Rules,  and  is  there- 
fore eliminated. 

(See  foot  note.) 

Note.— The  General  Rules  adopted  April  7,  1897,  superseded  Rules 
301,  302,  303,  304,  305,  306,  307,  310  and  311, 
(See  page  13.) 


167 


Original  reading  of  Rule  311 : 

311.  Mail  agents,  express  messengers,  parlor  and  sleep- 
ing car  conductors  and  porters,  news  agents,  and  per- 
sons in  charge  of  individual  cars  are  subject,  while  on 
duty,  to  the  rules  governing  employees  of  the  company. 

Amended  reading,  adopted  April  18,  1895  : 
311.  All  persons  engaged  in  performing  any  service  on 

a  train  are  subject  to  the  rules  governing  employes  of 

the  company. 
(See  foot  note.) 


Original  reading  of  Rule  313 : 

313.  The  Standard  Time  will  be  telegraphed  to  all 
points  from  the  designated  offices  at  4  00  p.m.,  Central 
time,  daily. 

[Note.— In  order  to  detect  possible  errors  at  junction  points  and 
to  secure  uniformity,  the  Committee  recommends  that  the 
time  be  disseminated  to  all  points  at  the  same  hour.  They 
consider  it  of  great  importance  that  the  time  be  obtained  from 
some  observatory  of  recognized  standing.] 

Amended  reading,  adopted  April  18,  1895  : 
313.  The  Standard  Time  will  be  telegraphed  to  all 

points  from  the  designated  offices  at   ,    m. 

(Eastern,  Central,  Mountain  or  Pacific  time),  daily. 
[Note.— Same  as  for  original  reading.] 


Original  reading  of  Rule  31^  : 

314.  Certain  clocks  will  be  designated  on  each  division 
as  Standard  Clocks. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  17.) 

Note.— The  General  Rules  adopted  April  7,  1897,  superseded  Rules 
301,  302,  303,  304,  305,  306,  307,  310  and  311. 
(See  page  13.) 


168 


Original  reading  of  Rule  315  : 

315.  Where  station  clocks  are  provided,  station  agents 
must  see  that  they  show  correct  time ;  but  trainmen 
and  enginemen  must  not  take  time  from  such  clocks 
unless  they  are  also  designated  as  Standard  Clocks. 
Amended  reading,  adojoted  April  18,  1895. 

(See  page  17.)   

Original  reading  of  Rule  316 : 

316.  Each  conductor  and  engineman  must  have  a  reli- 
able watch  which  has  been  examined  and  certified  to  on 
the  form  attached  hereto  by  a  responsible  watchmaker. 
Conductors  and  enginemen  entering  service  must  file 
such  certificate  with  the  proper  designated  officer  before 
they  are  allowed  to  take  charge  of  trains  or  engines  ; 
and  watches  must  be  examined  and  certificates  renewed 
every  six  months. 

Amended  reading,  adopted  October  12,  1887  : 

316.  Each  conductor  and  engineman  must  have  a  reli- 
able watch  which  has  been  examined  and  certified  to  on 
the  form  attached  hereto  by  a  responsible  watchmaker, 
and  must  file  such  certificate  with  the  proper  designated 
officer  before  he  is  allowed  to  take  charge  of  a  train  or 
engine.  Watches  must  be  examined  and  certificates 
renewed  every  six  months. 
Amended  reading,  adopted  April  18,  1895  : 

316.  Each  conductor  and  engineman  must  have  a  reli- 
able watch  which  has  been  examined  and  certified  to 
on  a  prescribed  form,  by  a  designated  inspector,  and 

must  file  such  certificate  with  the  before  he  is 

allowed  to  go  on  duty.    Watches  must  be  examined  and 

certificates  renewed  every  . 

[Note.— In  the  new  form  of  this  rule  the  blanks  were  left  and 
changes  suggested  so  that  each  road  may  designate  the  officer 
and  the  time  when  certificates  must  be  renewed  in  accordance 
with  its  organization  or  its  service.  The  words  ''go  on  duty  " 
express  the  intent  of  the  rule  in  better  terms  than  the  old 
reading.— ^^;n/ 18^  1895, 


169 

Griginalform  of  Certificate : 

WATCHMAKER'S  CERTIFICATE. 

This  is  to  certify  that  on  18. . . . 

the  watch  of  

employed  as  

on  the   .R  

has  been  examined  and  found  to  be  a  reliable  and  accurate 
time-piece,  and  in  such  repair  as  will,  in  my  judgment, 
with  proper  usage,  enable  it  to  run  within  a  variation 
not  to  exceed  thirty  seconds  per  week. 

Name  of  Maker.  

Brand  

Number  of  Movement  

Gold  or  Silver  

Open  or  hunting  case  

Stem  or  key  winding  

Signed, 


Watchmaker, 

Address  

Form  of  Certificate  adopted  April  18,  1895. 
(See  pages  17-18.) 


Original  reading  of  Ride  317 : 

3 1 7.  Each  conductor  and  engineman  must  regulate  his 
watch  by  the  designated  Standard  Clock  before  starting 
on  each  trip,  and  register  his  name  and  the  time  at  which 
he  regulated  his  watch  on  a  blank  form  (or  in  a  book) 
•provided  for  that  purpose. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  18.) 


170 


Original  reading  of  Rule  318  : 

318.  Conductors  and  enginemen  whose  duties  prevent 
them  from  having  access  to  a  Standard  Clock  must 
compare  daily  with,  and  regulate  their  watches  by, 
those  of  conductors  and  enginemen  who  have  Standard 
Time,  and  have  registered  their  names  as  above  pro- 
vided. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  18.) 


Original  reading  of  Rule  319 : 

319.  A  Time-table  is  the  general  law  governing  the 
arriving  and  leaving  time  of  all  regular  trains  at  all 
stations.  Time-tables  will  be  issued  from  time  to  time, 
as  may  be  necessary.  The  times  given  for  each  train  on 
the  Time-table  is  the  Schedule  of  such  train. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  18.) 


Original  reading  of  Rule  320 : 

320.  Each  Time-table,  from  the  moment  it  takes  effect, 
supersedes  the  preceding  Time-table,  and  all  special 
instructions  relating  thereto  ;  and  trains  shall  be  run  as 
directed  thereby,  subject  to  the  rules.  All  regular  trains 
on  the  road  running  according  to  the  preceding  Time- 
table shall,  unless  otherwise  directed,  assume 
the  times  and  rights  of  trains  of  corresponding  numbers 
on  the  new  Time-table. 

Amended  reading,  adopted  April  18,  1895  : 

320  (A).  Each  Time-table,  from  the  moment  it  takes 
effect,  supersedes  the  preceding  Time-table  and  all 
special  instructions  relating  thereto. 

320  (B).  Each  Time-table,  from  the  moment  it  takes 
effect,  supersedes  the  preceding  Time-table  and  all 


171 


special  instructions  relating  thereto.  A  train  of  tlie 
preceding  Time-table  shall,  unless  otherwise  directed, 
take  the  time  and  rights  of  the  train  of  the  same 
number  on  the  new  Time  table. 

A  train  of  the  new  Time-table  which  has  no  corre- 
sponding number  on  the  preceding  Time-table  shall  not 
run  until  it  is  due  to  start  from  its  initial  point  on  any 
division  after  the  Time-table  takes  effect. 

320  (C).  Each  Time-table,  from  the  moment  it  takes 
effect,  supersedes  the  preceding  Time-table  and  all 
special  instructions  relating  thereto.  A  train  of  the 
preceding  Time-table  loses  its  rights,  and  can  thereafter 
proceed  only  by  special  orders. 

A  train  of  the  new  Time-table  is  one  which  is  due  to 
start  from  its  initial  point,  on  any  division,  after  the 
Time-table  takes  effect. 

[Note.— The  Committee  has  recommended  three  forms  of  Rule 
320,  leaving  it  discretionary  with  each  road  to  adopt  any  one 
of  these  forms  as  best  suits  its  own  requirements.] 

Original  reading  of  Rule  321 : 

321.  Upon  the  Time-table  not  more  than  two  sets  of 
figures  are  shown  for  a  train  at  any  station. 

The  times  at  regular  meeting  or  passing  points  are 
shown  in  full-faced  type  ;  other  times  in  ordinary 
type. 

When  two  times  are  shown  for  a  train  at  any  station 
the  earlier  (placed  in  its  proper  position)  is  the  arriving 
time  and  the  later  the  leaving  time. 

When  but  one  time  is  shown  in  ordinary  type  it  is  the 
leaving  time. 

When  but  one  time  is  shown  in  full-faced  type 

it  is  the  actual  meeting  or  passing  time. 

When  both  the  arriving  and  leaving  times  are  shown 
ill  full-faced  type  it  indicates  that  one  or  more 
trains  are  to  be  met  or  passed  at  or  between  those  times. 


In  all  cases  trains  are  required  to  clear  and  follow  as 
per  Rules  385  to  390  inclusive. 

Amended  reading,  adopted  October  12,  1887  : 

321  Upon  the  Time-table  not  more  than  two  sets  of 
figures  are  shown  for  a  train  at  any  point.  When  two 
times  are  shown  the  earlier  is  the  arriving  time  and  the 
later  the  leaving  time.  When  one  time  is  shown  it  is 
the  leaving  time,  unless  otherwise  indicated, 

Regular  meeting  or  passing  time  is  in  full-faced 
type. 

Both  the  arriving  time  and  leaving  time  of  a  train  are 
in  full-faced  type  when  both  are  meeting  or  pass- 
ing times,  or  w^hen  one  or  more  other  trains  are  to  meet 
or  pass  it  between  those  times. 

Where  there  are  more  trains  than  one  to  meet  or  pass 
a  train  at  any  point  attention  is  called  to  it  by  . 

In  all  cases  trains  are  required  to  clear  and  follow  as 
per  Rules  385  to  390  inclusive. 

Amended  reading  of  second  paragraph,  adopted  April 
10,  1889 : 

Regular  meeting  or  passing  points  are  indicated  on  the 
time-table  by  figures  in  full-faced  type. 

Amended  reading,  adopted  April  18,  1895  : 

321.  Upon  the  Time-table  not  more  than  two  sets  of 
figures  are  shown  for  a  train  at  any  point.  When  two 
times  are  shown,  the  earlier  is  the  arriving  time  and  the 
later  the  leaving  time.  When  one  time  is  shown  it  is 
the  leaving  time  unless  otherwise  indicated. 

Regular  meeting  or  passing  points  are  indicated  on 
the  time-table  by  figures  in  full-faced  type. 

Both  the  arriving  and  leaving  time  of  a  train  are  in 
full-faced  type  when  both  are  meeting  or  passing 
times,  or  when  one  or  more  other  trains  are  to  meet 
or  pass  it  between  those  times. 


173 


Where  there  are  more  trains  than  one  to  meet  or  pass 
a  train  at  any  point,  attention  is  called  to  it  by  . 

In  all  cases  trains  are  required  to  clear  and  follow  as 
per  Rules  385  to  390  inclusive. 


Original  reading  of  Rule  822 : 

322.  On  the  employees'  Time-table  the  words  "daily," 
"daily,  except  Sunday,"  etc.,  printed  at  the  head  and 
foot  in  connection  with  a  train,  indicate  how  it  shall  be 
run.  The  figures  given  at  intermediate  stations  shall 
not  be  taken  as  indicating  that  a  train  will  stop  unless 
the  rules  require  it.  The  following  signs  placed  before 
the  figures  indicate ; 

"  s" — regular  stop  (or  the  same  may  be  designated  by 
the  different  styles  of  type  used) ; 

"f  " — stop  on  signal  to  receive  or  discharge  passen- 
gers or  freight ; 

"  T["  stop  for  meals. 

Trains  are  designated  by  numbers  and  their  class  indi- 
cated on  the  Time-tables. 

Amended  reading,  adopted  April  18,  1895. 

(See  pages  19-20.) 


Original  reading  of  Ride  323 : 

323.  Conductors,  enginemen,  firemen,  brakemen,  sta- 
tion agents,  telegraph  operators,  switchmen,  switch- 
tenders,  track  foremen,  road  and  bridge  watchmen,  and 
all  other  employees  whose  duties  may  require  them  to 
give  signals,  must  provide  themselves  with  the  proper 
appliances,  and  keep  them  in  good  order  and  always 
ready  for  immediate  use. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  20.) 


m 

Original  reading  of  Rules  325,  326  and  327 : 

325.  Red  signifies  dangfer,  and  is  a  signal  to  stop. 

326.  Green  signifies  caution  ^  and  is  a  signal  to  go 
slowly. 

327.  White  signifies  safety,  and  is  a  signal  to  go  on. 

Note.— In  the  revision  of  these  Rules  adopted  April  18,  1895,  the 
words  in  bold-face  type  were  printed  in  the  same  type  as  the  rest  of 
the  rules. 


Original  reading  of  Ride  329  : 

329.  Blue  is  a  signal  to  be  used  by  car  inspectors. 
Amended  reading,  adopted  April  IS,  1895. 

(See  page  20.)  . 

Original  reading  of  Rule  330  : 

330.  An  explosive  cap  or  torpedo,  placed  on  the  top  of 
the  rail,  is  a  signal  to  be  used  in  addition  to  the 
regular  signals. 

The  explosion  of  one  torpedo  is  a  signal  to  Stop 
immediately ;  the  explosion  of  two  torpedoes  is  a 
signal  to  reduce  speed  immediately,  and  look  out 
for  a  danger  signal. 

Amended  reading,  adopted  April  18,  1895. 
(See  pages  20-21.) 

Original  form  of  Rule  331 : 

331.  A  fusee  is  an  extra  danger  signal,  to  be  lighted 
and  placed  on  the  track  at  night,  in  cases  of  accident 
or  emergency. 

A  train  finding  a  fusee  burning  upon  the  track  must 
come  to  a  stop,  and  not  proceed  until  it  is  burned  out. 
Amended  form,  adopted  April  18,  1895. 

(See  page  21.) 


175 


Original  reading  of  Rule  333 : 

333.  Each  train,  while  running,  must  display  two  green 
flags  by  day  and  two  green  lights  by  night,  one  on  .each 
side  of  the  rear  of  the  train,  as  Markers,  to  indicate 
the  rear  of  the  train.  Yard  engines  will  not  display 
Markers. 

Amended  form,  adopted  April  18,  1895. 
(See  page  21.) 


Original  reading  of  Rule  334  • 

334.  Each  train  running  after  sunset,  or  when  obscured 
by  fog  or  other  cause,  must  display  the  head-light  in 
front,  and  two  or  more  red  lights  in  the  rear.  Yard 
engines  must  display  two  green  lights  instead  of  red, 
except  when  provided  with  a  head-light  on  both  front 
and  rear. 

Amended  form,  adopted  April  18,  1895. 
(See  page  21.) 


Original  reading  of  Rule  335  : 

335.  Each  car  on  a  passenger  train  while  running  must 
be  in  communication  with  the  engine.  In  the  absence 
of  an  equivalent  appliance,  a  bell-cord  must  be  attached 
to  the  signal-bell  of  the  engine,  passing  through  or  over 
the  entire  length  of  the  train,  and  secured  to  the  rear 
end  of  it. 

Amended  form,  adopted  April  18,  1895. 
(See  page  21.) 


Original  reading  of  Ride  336 : 

336.  Two  green  flags  by  day  and  tw^o  green  lights  by 
night,  displayed  in  the  places  provided  for  that  purpose 
on  the  front  of  an  engine,  denote  that  the  train  is  fol- 


176 


lowed  by  another  train,  running  on  the  same  schedule 
and  entitled  to  the  same  time-table  rights  as  the  train 
carrying  the  signals. 

Amended  reading,  adopted  April  8,  1891. 

(See  page  21.) 


Original  reading  of  Ride  337 : 

337.  Two  white  flags  by  day  and  two  white  lights  by 
night,  displayed  in  the  places  provided  for  that  purpose 
on  the  front  of  an  engine,  denote  that  the  train  is  an 
extra.  These  signals  must  be  displayed  by  all  extra 
trains,  but  not  by  yard  engines. 

Amended  reading,  adopted  April  8,  1891. 
(See  pages  21-22.) 


Original  reading  of  Rule  338 : 

338.  A  blue  flag  by  day  and  a  blue  light  by  night, 
placed  on  the  end  of  a  car,  denote  that  car  inspectors 
are  at  work  under  or  about  the  car  or  train.  The  car  or 
train  thus  protected  must  not  be  coupled  to,  or  moved, 
until  the  blue  signal  is  removed  by  the  car  inspectors. 

When  a  car  or  train  standing  on  a  siding  is  protected 
by  a  blue  signal,  other  cars  must  not  be  placed  in  front 
of  it  so  that  the  blue  signal  will  be  obscured,  without 
first  notifying  the  car  inspector,  that  he  may  protect 
himself. 

Amended  form,  adopted  April  18,  1895. 
(See  page  22.) 


Original  reading  of  Rules  339  to  31^1^  : 

339.  One  lotig^  blast  of  the  whistle  (thus,  )  is  the 

signal  for  approaching  stations,  railroad  crossings  and 
junctions. 


177 


340.  One  sliort  blast  of  the  whistle  (thus,  -)  is  the 
signal  to  apply  the  brakes— stop. 

341.  Two  longf  blasts  of  the  whistle  (thus,  ) 

is  the  signal  to  throw  off  the  brakes. 

342.  Two  sliort  blasts  of  the  whistle  (thus,  -  -)  is  an 
answer  to  any  signal,  except  "train  parted." 

343.  Three  long:  blasts  of  the  whistle  (thus,  

 ),  to  be  repeated  until  answered  as  provided  in  Rule 

No.  362,  is  a  signal  that  the  train  has  parted. 

344.  Three  sliort  blasts  of  the  whistle  (thus,  ) 

when  the  train  is  statidingf  (to  be  repeated  until 
answered,  as  provided  in  Rule  No.  361)  is  a  signal  that 
the  train  will  back. 

Note. — In  the  revision  of  these  rules  adopted  April  18,  1895,  the 
words  in  bold-face  type  were  printed  in  the  same  type  as  the  rest  of 
the  rule. 

(See  page  22.) 


Original  reading  of  Rule  3J^5  : 

345.  Four  lotig^  blasts  of  the  whistle  is  the  signal  to 

call  in  the  flagman  (thus  ). 

Amended  reading,  adopted  October  12,  1887  : 

345.  Four  long^  blasts  of  the  whistle  (thus  

 )  is  the  signal  to  call  in  a  flagman  from  the  west 

or  south. 

Four  long:  followed  by  one  sliort  blast  of  the 

whistle  (thus  )  is  the  signal  to  call  in 

a  flagman  from  the  east  or  north. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  23.) 


Original  reading  of  Rides  346  to  357 : 

346.  Four  sliort  blasts  of  the  whistle  (thus,  ) 

is  the  engineman's  call  for  signals,  from  switclitenders, 
watchmen,  trainmen  and  others. 


178 


347.  Five  sliort  blasts  of  the  whistle  (thus,  is) 

a  signal  to  the  flagmen  to  go  back  and  protect  the  rear 
of  the  train. 

348.  One  long^  followed  by  two  sliort  blasts  of  the 

whistle  (thus,  )  is  a  signal  to  be  given  by  trains 

on  single  track,  when  displaying  signals  for  a  following 
train,  to  call  the  attention  of  trains  of  the  same  or  in- 
ferior class  to  the  signals  displayed. 

349.  Two  long',  followed  by  two  sliort,  blasts  of 
the  whistle  (thus,  )  is  the  signal  for  approach- 
ing road  crossings  at  grade. 

350.  A  succession  of  sliort  blasts  of  the  whistle  is 
an  alarm  for  persons  or  cattle  on  the  track,  and  calls  the 
attention  of  trainmen  to  danger  ahead. 

BELL-CORD  SIGNALS. 

351.  One  tap  of  the  signal-bell,  when  the  train  is 
Standing,  is  the  signal  to  start. 

353.  Two  taps  of  the  signal-bell,  when  the  train  is 
running,  is  the  signal  to  stop  at  once. 

353.  Two  taps  of  the  signal-bell,  when  the  train  is 
Standing,  is  the  signal  to  call  in  the  flagman. 

354.  Three  taps  of  the  signal-bell,  when  the  train  is 
running,  is  the  signal  to  stop  at  the  next  station. 

355.  Three  taps  of  the  signal-bell,  when  the  train  is 
standing,  is  the  signal  to  back  the  train. 

^  356.  Four  taps  of  the  signal -bell,  when  the  train  is 
running,  is  the  signal  to  reduce  speed. 

357.  When  one  tap  of  the  signal-bell  is  heard  while  a 
train  is  running,  the  engineman  must  immediately 


179 


ascertain  if  the  train  is  parted,  and,  if  so,  be  governed 

by  Rule  No.  403. 

Note.— In  the  revision  of  these  rules,  34G  to  357,  adopted  April  18. 
1895,  the  words  in  bold-faced  type  were  printed  in  the  same  type  as 
the  rest  of  the  rules. 

(See  pages  23  and  24.) 


Original  reading  of  Rules  361  and  302 : 

361.  A  lamp  swung  vertically  in  a  circle  across  the 
track,  when  the  train  is  statidingf^  is  the  signal  to 
move  back. 

362.  A  lamp  swung  vertically  in  a  circle  at  arm's  length 
across  the  track  when  the  train  is  runtiinsf,  is  the 

signal  that  the  train  has  parted. 

Note.— In  the  revision  of  these  rules,  361  and  362,  adopted  April  18, 
1895,  the  words  in  bold-faced  type  were  printed  in  the  same  type  as 
the  rest  of  the  rule. 

(See  page  24.  ^ 


Origin'il  reading  of  Rule  364: 

364.  Fixed  signals  are  placed  at  junctions,  railroad 
crossings,  stations  and  other  points  that  require  special 
protection.  Special  instructions  will  be  issued  indicating 
their  position  and  use. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  24.) 


Origiyial  reading  of  Ride  366  : 

366.  The  unnecessary  use  of  the  whistle  is  prohibited  ; 
when  necessary  in  shifting  at  stations  and  in  yards  the 
engine-bell  should  be  rung,  and  the  whistle  used  only 
when  required  by  rule  or  law,  or  when  necessary  to 
prevent  accident. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  25.) 


180 


Original  reading  of  Ride  3G7 : 

367.  The  whistle  must  not  be  sounded  while  passing  a 
passenger  train,  except  in  cases  of  emergency  or  danger, 
or  when  required  by  the  rules. 

This  rule  was  omitted  in  the  revision  adopted  April 
18,  1895. 


Original  reading  of  Ride  369 : 

369.  The  engine-bell  must  be  rung  before  starting  a 
train,  and  when  running  through  tunnels  and  the  streets 
of  towns  or  cities. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  25.) 


Original  reading  of  Rule  370 : 

370.  The  engine-bell  must  be  rung  for  a  quarter  of  a 
mile  before  reaching  every  road  crossing  at  grade,  and 
until  it  is  passed ;  and  the  whistle  must  be  sounded  at 
all  whistling-posts. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  25.) 


Original  reading  of  Rule  372 : 

372.  One  flag  or  light  displayed  as  a  classification  signal 
will  be  regarded  the  same  as  if  two  were  displayed  ;  but 
conductors  and  enginemen  will  be  held  responsible  for 
the  proper  display  of  all  train  signals. 
Amended  reading,  adopted  April  18,  1895. 

(See  page  25.) 


Original  reading  of  Rule  374,  second  paragraph : 

Head-lights  on  engines  when  on  side  tracks  or  at  the 
end  of  double  tracks,  waiting  for  trains,  must  be  covered 
as  soon  as  the  track  is  clear  and  the  train  has  stopped. 


181 


Amended  reading,  adopted  April  8,  1891 : 

374.  When  a  train  turns  out  to  meet  or  pass  another 
train  the  red  lights  must  be  removed  and  green  displayed 
as  soon  as  the  track  is  clear ;  but  the  red  must  again  be 
displayed  before  returning  to  its  own  track. 

Head-lights  on  engines,  when  on  side  tracks,  must 
be  covered  as  soon  as  the  track  is  clear  and  train  has 
stopped,  and  also  when  standing  at  the  end  of  double 
track. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  26.) 


Original  reading  of  Ride  377 : 

377.  Torpedoes  must  not  be  placed  near  stations  or 
road  crossings,  \7l1ere  persons  are  liable  to  be  injured 
by  them. 

Rule  377  was  omitted  in  the  revision  approved  April 
18,  1895. 


Original  reading  of  Ride  378 : 

378.  All  signals  must  be  used  strictly  in  accordance 
>vith  the  rules,  and  trainmen  and  enginemen  must  keep 
a  constant  lookout  for  signals. 

Rule  378  was  omitted  in  the  revision  approved  April 
18,  1895. 


Original  reading  of  Rule  379 : 

379.  All  trains  are  designated  as  regular  or  extra. 
Regular  trains  are  those  represented  on  the  Time-table, 
and  may  consist  of  one  or  more  sections.  All  sections 
of  a  train  except  the  last,  must  display  signals  as  pro- 
vided in  Rule  No.  336,    Extra  trains  are  those  not  repre- 


182 

sented  on  the  Time-table.  An  engine  without  cars,  in 
service  on  the  road,  shall  be  considered  a  train. 

Amended  reading,  adopted  April  18,  1895. 

(See  page  26.) 

Original  reading  of  Rule  380 : 

380.  All  regular  trains  are  classified  on  the  Time-table 
with  regard  to  their  priority  of  right  to  the  track ; 
trains  of  the  first-class  being  superior  to  those  of  the 
second  and  all  succeeding  classes,  and  trains  of  the 
second-class  being  superior  to  those  of  the  third  and  all 
succeeding  classes ;  and  so  on  indefinitely.  The  terms 
passenger,  freight  or  mixed  are  descriptive,  and  do  not 
refer  to  class. 

Amended  reading,  adopted  April  18,  1895. 
(See  pages  26  and  27.) 


Original  reading  of  Rule  SSI : 

881.  Extra  trains  may  be  distinguished  as  : 
Passenger  Extra,  or  Special ; 
Freight  Extra ; 
Work  Train  Extra 

Amended  reading,  adopted  October  12,  1892 : 

381.  Extra  trains  may  be  distinguished  as  : 
Passenger  Extra ; 
Freight  Extra ; 
Work  Train  Extra. 


Original  reading  of  Rule  3SG  : 

386.  When  a  train  of  inferior  class  meets  a  train  of 
superior  class  on  single  track,  the  train  of  inferior  class 
must  take  the  siding  and  clear  the  train  of  superior  class 


183 


five  minutes.  A  train  of  inferior  class  must  keep 
five  minutes  off  the  time  of  a  train  of  superior  class 
following  it. 

Amended  reading,  adopted  April  18,  1895. 
(See  pages  27-28.) 

Original  reading  of  Ride  390 : 

390.  No  train  must  leave  a  station  expecting  to  meet 
or  to  be  passed  at  the  next  station  by  a  train  having  the 
right  of  track,  unless  it  has  full  schedule  time  to  make 
the  meeting  or  passing  point,  or  unless  it  has  the  full 
time  allowed  between  stations  (which  may  be  shown  on 
the  margin  of  the  Time-table)  to  make  the  meeting  or 
passing  point,  and  clear  the  track  by  the  times  required 
by  Rules  Nos.  385  and  386. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  28.) 


Original  reading  of  Ride  392 : 

392.  Except  at  meeting  or  passing  points,  as  provided 
in  Rules  Nos.  385  to  391,  inclusive,  no  train  must  arrive  at 
a  station  in  advance  of  its  schedule  arriving  time,  when 
shown. 

No  train  must  leave  a  station  in  advance  of  its  sched- 
ule leaving  time. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  28.) 


Original  reading  of  Rule  393 : 

393.  All  trains  must  stop  at  schedule  meeting  or  pass- 
ing points  on  a  single  track,  if  the  train  to  be  met  or  passed 
is  of  the  same  class,  unless  the  switches  are  plainly  seen 
to  be  right  and  the  track  clear.    The  point  at  which  a 


184 


train  should  stop  is  the  switch  used  by  the  train  to  be 
met  or  passed  in  going  on  the  siding. 

When  the  expected  train  of  the  same  class  is  not  found 
at  the  schedule  meeting  or  passing  point,  the  train  hav- 
ing right  of  track  must  approach  all  sidings  prepared  to 
stop,  until  the  expected  train  is  met  or  passed. 

Note.— In  the  revision  of  April  18,  1895,  the  words  stop,  printed 
above  in  bold-face  type,  are  printed  in  the  same  type  as  the  rest  of 
the  rule. 


Original  reading  of  Rule  395 : 

395.  No  train  must  leave  a  junction,  a  terminal,  or 
other  starting  point,  or  pass  from  double  to  single  track, 
until  it  is  ascertained  that  all  trains  due,  which  have  the 
right  of  track  against  it,  have  arrived. 

Amended  reading,  adopted  October  12,  1892  : 

395.  No  train  must  leave  a  junction,  a  terminal,  or 
other  starting  point,  or  pass  from  double  to  single  track, 
until  it  is  ascertained  that  all  trains  due,  which  have  the 
right  of  track  over  it,  have  arrived  or  left. 

Amended  reading,  adopted  April  18,  1895. 

(See  page  29.) 


Original  reading  of  Rule  396 : 

396.  When  a  passenger  train  is  detained  at  any  of  its 

usual  stops  more  than  minutes,  the  flagman 

must  go  back  with  danger  signals  and  protect  his  train, 
as  provided  in  Rule  No.  399  ;  but  if  it  stops  at  any  unusual 
point,  the  flagman  must  immediately  go  back  far  enough 
to  be  seen  from  a  train  moving  in  the  same  direction 

when  it  is  at  least  from  the  rear  of 

his  own  train,  and  if  the  stop  is  over  minutes 

he  must  be  governed  by  Rule  No.  399. 

When  it  is  necessary  to  protect  the  front  of  the  train, 
the  same  precautions  must  be  observed  by  the  fireman. 


185 


Jf  the  fireman  is  unable  to  leave  the  engine,  the  front 

brakeman  must  be  sent  in  his  place. 

[Note. — The  Committcie,  on  {U3count  of  the  existiri^^  j;r(?at  diver- 
sities of  grades,  amount  of  traffic  and  other  hn-u]  ( -i re umst;iii 
have  left  blanks  in  Rule  390  for  each  company  1<>  fill  out,  after 
determining  what  times,  if  any,  are  necessary  either  for  its 
road  as  a  whole  or  for  each  division.] 

Revision  adopted  April  18,  1895 : 

Rule  396  omitted,  as  the  subject  matter  is  contained  in 
the  new  form  of  Rule  399. 


Original  reading  of  Rule  397 : 
397.  When  a  freight  train  is  detained  at  any  of  its  usual 

stops  more  than  minutes,  where  the  rear  of  the 

train  can  be  plainly  seen  from  a  train  moving  in  the 
same  direction  at  a  distance  of  at  least  ,  the  flag- 
man must  go  back  with  danger  signals  not  less  than 

 ,  and  as  much  farther  as  may  be  necessary  to 

protect  his  train  ;  but  if  the  rear  of  his  train  cannot  be 

plainly  seen  at  a  distance  of  at  least  ,  or  if  it  stops 

at  any  point  that  is  not  its  usual  stopping  place,  the  flag- 
man should  go  back  not  less  than  ,  and  if  his  train 

should  be  detained  until  within  ten  minutes  of  the 
time  of  a  passenger  train  moving  in  the  same  direction, 
he  must  be  governed  by  Rule  No.  399. 

When  it  is  necessary  to  protect  the  front  of  the  train, 
the  same  precautions  must  be  observed  by  the  fireman. 
If  the  fireman  is  unable  to  leave  the  engine,  the  front 
brakeman  must  be  sent  in  his  place. 

[Note.— The  Committee,  finding  that  the  distances  and  times 
necessary  for  flagmen  to  go  back  differ  so  much  on  account  of 
grades,  amount  of  traffic  and  other  local  circumstances,  have 
left  blanks  for  each  company  to  determine  what  distance  and 
time  is  necessary,  either  for  its  road  as  a  whole  or  for  each 
division.] 

Revision  adopted  April  18,  1895 : 

Rule  397  is  omitted,  as  the  subject  matter  is  contained 
in  the  new  form  of  Rule  399. 


186 


Original  reading  of  Rule  399 : 

399.  When  a  train  is  stopped  by  an  accident  or  ob- 
struction, the  flagman  must  itnmediately  go  back  with 
danger  signals  to  stop  any  train  moving  in  the  same 

direction.    At  a  point  from  the  rear  of  his  train 

he  must  place  one  torpedo  on  the  rail ;  he  must  then 

continue  to  go  back  at  least  from  the  rear  of  his 

train,  and  place  two  torpedoes  on  the  rail,  ten  yards 
apart  (one  rail  length),  when  he  may  return  to  a  point 

 from  the  rear  of  his  train,  and  he  must  remain 

there  until  recalled  by  the  whistle  of  his  engine  ;  but 
if  a  passenger  train  is  due  within  ten  minutes,  he  must 
remain  until  it  arrives.  When  he  comes  in,  he  will  re- 
move the  torpedo  nearest  to  the  train,  but  the  two 
torpedoes  must  be  left  on  the  rail  as  a  caution  signal  to 
any  following  train. 

If  the  accident  or  obstruction  occurs  upon  single 
track,  and  it  becomes  necessary  to  protect  the  front  of 
the  train,  or  if  any  other  track  is  obstructed,  the  fire- 
man must  go  forward  and  use  the  same  precautions. 
If  the  fireman  is  unable  to  leave  the  engine,  the  front 
brakeman  must  be  sent  in  his  place. 

[See  Note  under  Rule  397.] 
Amended  reading,  adopted  April  18,  1895. 

(See  pages  29-30.) 

Original  reading  of  Rule  400 : 

400.  Freight  trains  having  work  to  do  on  any  other 
track  may  cro^s  over  if  no  passenger  train  is  due,  pro- 
vided no  approaching  freight  train  is  in  sight ;  and  also 
provided  that  a  flagman  has  been  sent  with  danger  sig- 
nals, as  provided  in  Rule  No.  399,  not  less  than  in 

the  direction  of  the  expected  train. 

[See  Note  under  Rule  397.] 
In  the  revision  approved  April  18,  1895,  this  rule  was 
omitted,  the  subject  matter  being  covered  by  the  new 
reading  of  Rule  402. 


187 


Original  reading  of  Rule  401 : 

401.  When  a  freight  train  on  double  track  turns  out 
on  to  the  opposite  track  to  allow  a  passenger  train  run- 
ning in  the  same  direction  to  pass,  and,  while  waiting, 
a  passenger  train  from  the  opposite  direction  arrives, 
the  freight  train  may  cross  back  and  allow  it  to  pass, 
provided  the  other  passenger  train  is  not  in  sight ;  and 
also  provided  that  a  flagman  has  been  sent  with  danger 

signals,  as  provided  in  Rule  No.  399,  not  less  than  

in  the  direction  of  the  expected  train. 
[See  Note  under  Rule  397.] 

In  the  revision  approved  April  18,  1895,  this  rule  was 
omitted,  the  subject  matter  being  covered  by  the  new 
reading  of  Rule  402. 


Original  reading  of  Ride  ^02 : 

402.  When  it  is  necessary  for  a  freight  train  on  double 
track  to  turn  out  on  to  the  opposite  track  to  allow  a 
passenger  train  running  in  the  same  direction  to  pass, 
and  a  passenger  train  running  in  the  opposite  direction 
is  due,  a  flagman  must  be  sent  back  with  danger  sig- 
nals, as  provided  in  Rule  No.  399,  not  less  than  

in  the  direction  of  the  following  train,  and  the  freight 
train  must  not  cross  over  until  one  of  the  passenger 
trains  arrives.  Should  the  following  passenger  train 
arrive  first,  a  flagman  must  be  sent  forward  on  the 
opposite  track  with  danger  signals,  as  provided  in  Rule 
No.  399,  not  less  than  in  the  direction  of  the  over- 
due passenger  train  before  crossing  over.  Great  caution 
must  be  used,  and  good  judgment  is  required  to  prevent 
detention  to  either  passenger  train.  The  preference 
should  always  be  given  to  the  passenger  train  of  superior 
class. 

[See  Note  under  Rule  397.] 
Amended  reading,  adopted  April  18,  1895. 
(See  page  30.) 


188 


Original  reading  of  Rule  4O0  : 

403.  If  a  train  should  part  while  in  motion,  trainmen 
must  use  great  care  to  prevent  the  detached  parts  from 
coming  into  collision.  Enginemen  must  give  the  signal 
as  provided  in  Rule  No.  343,  and  keep  the  front  part  of  the 
train  in  motion  until  the  detached  portion  is  stopped. 

The  front  portion  will  have  the  right  to  go  back,  re- 
gardless of  all  trains,  to  recover  the  detached  portion, 

first  sending  a  flagman  with  danger  signals  

in  the  direction  in  which  the  train  is  to  be  backed,  and 
running  with  great  caution,  at  a  speed  not  exceeding 
four  miles  per  hour.  On  single  track  all  the  precautions 
required  by  the  Rules  must  also  be  taken  to  protect  the 
train  against  opposing  trains.  "Tlie  detacbed 
portion  must  not  t>e  moved  or  passed 
around  until  tlie  front  portion  comes 
t>ack*    This  rule  applies  to  trains  of  every  class. 

An  exception  will  only  be  made  to  the  above  when  it 
is  known  that  the  detached  portion  has  been  stopped, 
and  when  the  whole  occurrence  is  in  plain  view,  no 
curves  or  othei  obstructions  intervening,  so  that  signals 
can  be  seen  from  both  portions  of  the  train.  In  that 
event  the  conductor  and  engineman  may  arrange  for 
the  re-coupling,  using  the  greatest  caution. 

[See  Note  under  Rule  397.] 
Amended  reading,  adopted  April  18,  1895. 

(See  pages  30  and  31.) 


Original  reading  of  Ride  404  : 

404.  When  a  train  is  being  pushed  by  an  engine  (ex- 
cept when  shifting  and  making  up  trains  in  yards)  a 
flagman  must  be  stationed  in  a  conspicuous  position  on 
the  front  of  the  leading  car,  so  as  to  perceive  the  first 
sign  of  danger  and  immediately  signal  the  engineman. 
Amended  reading,  adopted  April  18,  1895. 

(See  page  31.) 


189 


Original  reading  of  Rule  405 : 

405.  A  train  starting  from  a  station,  or  leaving  a  junc- 
tion, when  a  train  of  the  same  class  running  in  the  same 
direction  is  overdue,  will  proceed  on  its  own  time  and 
rights,  and  the  overdue  train  will  run  as  provided  in 
Rule  388  or  389. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  31.) 


Original  reading  of  Rule  406 : 

406.  A  train  which  is  delayed,  and  falls  back  on  the 
time  of  another  train  of  the  same  class,  does  not  lose  its 
rights. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  31.) 

Original  reading  of  Rule  4OS  : 

408.  A  train  overtaking  another  train  of  the  same  or 
superior  class,  disatiled  so  tbat  it  cannot 

move^  will  run  around  it,  assuming  the  rights  and 
taking  the  orders  of  the  disabled  train,  to  the  next  tele- 
graph office  which  is  open,  where  it  will  report  to  the 
Superintendent.  The  disabled  train  will  assume  the 
rights  of  the  last  train  passing  it,  till  tJie  next  telegraph 
office  is  reached. 

Amended  reading,  adopted  April  8,  1891  : 

408.  A  train  overtaking  another  train  of  the  same  or 
superior  class,  disabled  so  tliat  it  cannot 

move,  will  run  around  it,  as-uming  the  rights  and 
taking  the  orders  of  the  disabled  train,  to  the  next  tele- 
graph office  which  is  open,  where  it  will  report  to  the 
Superintendent.  The  disabled  train  will  assume  the 
rights  of  the  last  train  passing  it,  with  which  it  ex- 


190 

changed  rights  or  orders,  till  the  next  telegraph  office 
which  is  open  is  reached. 

Amended  reading,  adopted  April  18,  1895. 

(See  page  31.) 

Original  reading  of  Rule  410  : 

410.  Passenger  trains  must  not  display  signals  for  a 
following  train  without  an  order  from  the  Superintend- 
ent ;  nor  freight  trains  without  an  order  from  the  yard 
master. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  31.) 


Original  reading  of  Ride  414 :  * 

414.  Great  care  must  be  exercised  by  the  trainmen  of 
a  train  approaching  a  station  where  any  train  is  receiv- 
ing or  discharging  passengers. 

Amended  reading,  adopted  April  18,  1895. 

(See  page  32.) 

Original  reading  of  Rule  4-15 : 

415.  Enginemen  must  observe  trains  on  the  oj^posite 
track,  and  if  they  are  running  too  closely  together  call 
attention  to  the  fact. 

Note.— In  the  revision  adopted  April  18, 1895,  this  rule  was  omitted, 
it  being  considered  non-essential  to  the  Code. 


Original  reading  of  Ride  4I6  : 

416.  No  person  will  be  permitted  to  ride  on  an  engine 
except  the  engineman,  fireman  and  other  designated 
employees,  in  the  discharge  of  their  duties,  without  a 
written  order  from  the  proper  authority. 

Note.— In  the  revision  adopted  April  18, 1895,  this  rule  was  omitted, 
it  being  considered  non-essential  to  the  Code. 


191 


Original  reading  of  Rule  J^18  : 

418.  Accidents,  detention  of  trains,  failure  in  the  sup- 
ply of  water  or  fuel,  or  defects  in  the  tracks  or  bridges, 
must  be  promptly  reported  by  telegraph  to  the  Superin- 
tendent. 

Note.— In  the  revision  adopted  April  18, 1895,  this  rule  was  omitted, 
it  being  considered  non-essential  to  the  Code. 


Original  reading  of  Rule  419 : 

419.  No  train  shall  leave  a  station  without  a  signal 
from  its  conductor. 

Amended  reading,  adopted  April  18,  1895. 
(See  page  33.) 


Original  reading  of  Rules  4W  and  421 : 

420.  Conductors  and  enginemen  will  be  held  equally 
responsible  for  the  violation  of  any  of  the  rules  govern- 
ing the  safety  of  their  trains,  and  tliey  must  take 
eirery  precaution  for  tlie  protection  ot 
tlieir  trains,  even  if  not  provided  for  by 
tlie  rules. 

421.  In  all  cases  of  doubt  or  uncertainty 
take  tlie  safe  course  and  run  no  risks. 

In  the  revision  adopted  April  18,  1895,  the  bold  faced 
type  was  omitted  and  the  same  type  used  as  for  the  rest 
of  the  rules. 


Original  reading  of  Ride  451 : 

451.  Each  order  must  be  given  in  the  same  words  to 
all  persons  or  trains  directly  affected  by  it,  so  that  each 


192 


shall  have  a  duplicate  of  what  is  given  to  the  others. 
Preferably  an  order  should  include  but  one  specified 
movement. 

Amended  reading,  adopted  October  16,  1895. 

(See  page  37.) 

Original  reading  of  Rule  4S9  : 

459.  When  an  order  has  been  transmitted,  preceded 
by  the  signal  "31,"  operators  receiving  it  must  (unless 
otherwise  directed)  repeat  it  back  at  once  from  the  mani- 
fold copy,  and  in  the  su'^cession  in  which  their  several 
offices  have  been  addressed.  Each  operator  repeating 
must  observe  whether  the  others  repeat  correctly.  After 
the  order  has  been  repeated  correctly  by  the  operators 
required  at  the  time  to  repeat  it,  the  response  "  O  K," 
authorized  by  the  train  dispatcher,  will  be  sent,  simul- 
taneously to  as  many  as  practicable,  naming  each  office. 
Each  operator  must  write  this  on  the  order,  with  the 
time,  and  then  reply  "  i  i  O  K,"  with  his  office  signal. 

Those  to  whom  the  order  is  addressed,  except  engine- 
men,  must  then  sign  their  names  to  the  copy  of  the 
order  to  be  retained  by  the  operator,  and  he  will  send 
their  signatures  to  the  Superintendent.  The  response 
' '  complete,"  with  the  Superintendent's  initials,  will  then 
be  given,  when  authorized  by  the  train  dispatcher. 
Each  operator  receiving  this  response  will  then  write 
on  each  copy  the  word  "complete"  ;  the  time  ;  and  his 
last  name  in  full ;  and  will  then  deliver  a  copy  to  each 
person  included  in  the  address,  except  enginemen,  and 
each  must  read  his  copy  aloud  to  the  operator.  The 
copy  for  each  engineman  must  be  delivered  to  him 

personally  by   ,  and  the  engineman  must  read  it 

aloud  and  understand  it  before  acting  upon  it. 

Amended  reading,  adopted  October  16,  1895. 

(See  pages  38  and  39.) 


Oriyinal  reading  of  Rule  J^GO : 

460.  For  an  order  preceded  by  the  signal  31,"  com- 
plete "  must  not  be  given  to  the  order  for  delivery  to  a 
tram  of  inferior  right  until  *'0  K"  has  been  given  to 
and  acknowledged  by  the  operator  who  receives  the 
order  for  the  train  of  superior  right.  Whenever  prac- 
ticable, the  signature  of  the  conductor  of  the  train  of 
superior  right  must  be  taken  to  the  order  and  com- 
plete "  given  before  the  train  of  inferior  right  is  allowed 
to  act  on  it. 

After  "OK''  has  been  given  and  acknowledged, 
and  lief  ore  ''complete"  has  been  given,  the  order 
must  be  treated  as  a  holding  order  for  the  train  ad- 
dressed, but  must  not  be  otherwise  acted  on  until 

complete  "  has  been  given. 

If  the  Ime  fails  before  an  office  lias  received 

and  acknowledged  "  O  iC"  to  an  order  preceded 
by  the  signal  "  31 "  the  order  at  that  office  is  of  no  effect, 
and  must  be  there  treated  as  if  it  had  not  been  sent. 

In  the  revision  adopted  October  16,  1895,  the  bold 
faced  type  w^as  omitted  and  the  same  type  used  as  for 
the  rest  of  the  rules. 


Original  reading  of  Rule  J^62 : 

462.  For  an  order  preceded  by  the  signal  "  19  "  "  com- 
plete "  must  be  given  and  acknowledged  for  the  train 
of  superior  right  before  it  is  given  for  the  train  of  in- 
ferior right. 

If  the  line  fails  before  an  office  lias  re- 
ceived and  acknowledgfed  tlie'' com- 
plete*' to  an  order,  preceded  by  the  signal  19,"  the 
order  at  that  office  is  of  no  effect,  and  must  be  treated 
as  if  it  had  not  been  sent. 

In  the  revision  adopted  October  16,  1895,  the  bold 
faced  type  was  omitted  and  the  same  type  used  as  for 
the  rest  of  the  rules. 


194 


Original  reading  of  Rules  ^05  and  4CG  : 

465.  Orders  used  by  conductors  must  be  sent  by  them 
daily  to  the  Superintendent. 

466.  Enginemen  will  place  their  orders  in  the  clip 
before  them  until  executed. 

[Note.— In  the  revision  adopted  October  16,  1895,  Rules  465  and 
466  were  omitted  as  not  essential  in  a  code  of  Train  Rules.] 


Oi'iginal  reading  of  Ride  471 : 

471.  Meeting  orders  must  not  be  sent  for  delivery  to 
trains  at  the  meeting  point  if  it  can  be  avoided.  When 
it  cannot  be  avoided,  special  precautions  must  be  taken 
by  the  train  dispatchers  and  operators  to  insure  safety. 

There  should  be,  if  possible,  at  least  one  telegraph 
office  between  those  at  which  opposing  trains  receive 
meeting  orders. 

Orders  should  not  be  sent  an  unnecessarily  long  time 
before  delivery,  or  to  points  unnecessarily  distant  from 
where  they  are  to  be  executed.  No  orders  (except  those 
affecting  the  train  at  that  point)  should  be  delivered  to 
a  freight  train  at  a  station  where  it  has  much  work, 
until  after  the  work  is  done. 

Amended  reading,  adopted  October  16,  1895. 

(See  page  42.) 


Original  reading  of  Rule  473 : 

473.  Orders  once  in  effect  continue  so  until  fulfilled, 
superseded  or  annulled.  Orders  held  by  or  issued  for  a 
regular  train  which  has  lost  its  rights,  as  provided  by 
Rule  No.  407,  are  annulled  and  other  trains  will  be  gov- 
erned accordingly. 

Amended  reading  adopted  October  16,  1895. 
(See  pages  42  and  43.) 


195 


Original  reading  of  Ride  J^7G  : 

476.  Regular  trains  will  be  designated  in  orders  by 
their  schedule  numbers,  as  "No.  10,"  or ''2d  No.  10," 
adding  engine  numbers  if  desired ;  extra  trains  by 
engme  numbers,  as  "Extra  798";  and  all  other  num- 
bers by  figures.  The  direction  of  the  movement  of 
extras  will  be  added  when  necessary,  as  "East"  or 
"  West."    Time  will  be  stated  in  figures  only. 

Amended  reading,  adopted  October  16,  1895. 

(See  page  44.) 


Original  reading  of  Form  B : 

Form  B.— Authorizing  a  Train  to  Run  Ahead  of  or  Pass 
Another  Train  Running  in  the  Same  Direction. 

(1.)  will  pass  at  . 

(2.)  will  run  ahead  of  ,  from  

to  . 

EXAMPLES. 

(i.) — No.  1  will  pass  No.  3  at  Khartoum. 
(2^ — No.  ^  ivill  run  ahead  of  No.  6  from  Bengal  to 
Madras. 

When  under  this  order  a  train  is  to  pass  another,  both 
trains  will  run  according  to  rule  to  the  designated  point 
and  there  arrange  for  the  rear  train  to  pass  promptly. 

Amended  reading,  adopted  October  16,  1895. 

(See  page  49.) 

Original  reading  of  Form  C : 

Form  C— Giving  a  Train  of  Inferior  Right  the  Right  of 
Track  Against  an  Opposing  Train  of  Superior  Right. 

  has  right  of  track  against  to 


196 


EXAMPLES. 

(1.) — No.  2  has  right  of  track  against  No.  1  Mecca  to 
Mirbat. 

(2.)— Extra  37  has  right  of  track  against  No.  3  Natal 
to  Ratlam. 

This  order  gives  a  train  of  inferior  right  the  right  of 
track  against  one  of  superior  right,  to  a  designated  point. 

If  the  trains  meet  at  the  designated  point,  the  train  of 
inferior  right  must  take  the  siding,  unless  the  rules  or 
orders  otherwise  indicate. 

Under  this  order,  as  illustrated  by  example  (1),  if  the 
train  of  superior  right  reaches  the  designated  point 
before  the  other  arrives  it  may  proceed,  provided  it  keeps 
clear  of  the  schedule  time  of  the  train  of  inferior  right  as 
many  minutes  as  the  inferior  train  was  before  required 
by  the  train  rules  to  keep  clear  of  the  superior  train. 

If  the  train  of  superior  right,  before  meeting,  reaches 
a  point  beyond  that  named  in  the  order,  the  conductor 
must  stop  the  other  train  where  it  is  met  and  inform  it 
of  his  arrival. 

Under  example  (2)  the  train  of  superior  right  cannot 
go  beyond  the  designated  point  until  the  extra  train 
arrives. 

When  the  train  of  inferior  right  has  reached  the  des- 
ignated point,  the  order  is  fulfilled,  and  the  train  must 
then  be  governed  by  time-table  and  train  rules  or  further 
orders. 

The  following  modification  of  this  form  of  order  will 
be  applicable  for  giving  a  work  train  the  right  of  track 
over  all  other  trains,  in  case  of  a  wreck  or  break  in  the 
track. 

EXAMPLE. 

Work  Train  Extra  215  has  right  of  track  over  all  trains 
between  Stockholm  and  Edinburgh  from  7  p.m.  


197 


This  gives  the  work  train  the  exclusive  right  of  the 
track  between  the  points  designated. 

Amended  reading,  adopted  October  16,  1895. 

(See  pages  50  and  51.) 


Original  reading  of  Form  D  : 

Form  D.— Giving  ail  Regular  Trains  the  Right  of  Track 
Over  a  Given  Train. 

All  regular  trains  have  right  of  track  against  

between  and  . 

EXAMPLE. 

All  regular  trains  have  right  of  track  against  No.  1 
between  Moscow  and  Berlin. 

This  order  gives  to  any  regular  train  of  inferior  right 
receiving  it  the  right  of  track  over  the  train  named  in 
the  order,  and  the  latter  must  clear  the  schedule  times 
of  all  regular  trains,  the  same  as  if  it  were  an  extra. 

Amended  reading,  adopted  October  16,  1895. 

(See  page  51.) 


Original  reading  of  Form  E : 

Form  E.— Time  Orders. 

(1.)  will  run  late  from  to  . 

(2.)  will  wait  at  until  for  . 

EXAMPLES. 

{!,)  No.  1  will  run  20  min.  late  from  Joppa  to  Mainz, 
{2.)  No.  1  will  wait  at  Muscat  until  10  a.m.  for  No.  2, 
Form  (1)  makes  the  schedule  time  of  the  train  named, 
between  the  points  mentioned,  as  much  later  as  the  time 
stated  in  the  order,  and  any  other  train  receiving  the 
order  is  required  to  run  with  respect  to  this  later  time, 


198 


the  same  as  before  required  to  run  with  respect  to  the 
regular  schedule  time.  The  time'  in  the  order  should  be 
such  as  can  be  easily  added  to  the  schedule  time. 

Under  Form  (2)  the  train  of  superior  right  mast  not 
pass  the  designated  point  before  the  time  given,  unless 
the  other  train  has  arrived.  The  train  of  inferior  right 
is  required  to  run  with  respect  to  the  time  specified,  the 
same  as  before  required  to  run  with  respect  to  the  regu- 
lar schedule  time  of  the  train  of  superior  right. 

Amended  reading,  adopted  October  16,  1895. 

(See  pages  51  and  52.) 

Original  reading  of  Form  F: 

Form  F.— For  .Sections  of  Regular  Trains. 

 will  carry  signals  to  for  . 

EXAMPLES. 

No,  1  will  carry  signals  Astrakhan  to  Cabul  for  Eng. 
85. 

2nd  No.  1  ivill  carry  signals  London  to  Dover  for 
Eng.  90. 

This  may  be  modified  as  follows : 
Engines  70,  85  and  90  ivill  run  as  1st,  2d  and  3d  sec- 
tions of  No.  1,  London  to  Dover. 
For  annulling  a  section  : 

Eng,  85  is  anmdled  as  second  section  of  No,  1  from 
Dover. 

If  there  are  other  sections  following  add  : 

Following  sections  will  change  numbers  accordingly. 

The  character  of  a  train  for  which  signals  are  carried 
may  be  stated.    Each  section  affected  by  the  order  must 
have  copies,  and  must  arrange  signals  accordingly. 
Amended  reading,  adopted  October  16,  1895. 

(See  page  52.) 


199 


Original  reading  of  Form  G : 

Form  G .— For  Arranging  a  Schedule  for  a  Special  Train. 

(1.)  Eng.  will  run  as  special  train,  leaving 

  on    on  the  following  schedule,  and  will 

have  the  right  of  track  over  all  trains. 

Leave   . 

Arrive  . 

EXAMPLE 

(1,)  Eng.  77ivill  run  as  special  passenger  trains,  leaving 
Turin  on  Thursday,  Feb.  l?th,  on  the  folloicing  schedule, 
and  ivill  have  the  right  of  track  over  all  trains : 

Leave  Turin  11  30  p.m. 

"      Pekin  12  25  a.m. 

"      Canton  1  Jf.7  a.m. 
Arrive  Rome  2  22  a.m. 

Example  (1)  may  be  varied  by  specifying  particular 
trains  over  which  the  special  shall  or  shall  not  have 
right  of  track,  and  any  train  over  which  the  special 
train  is  thus  given  the  right  of  track  must  clear  its  time 
as  many  minutes  as  such  train  is  required  to  clear  the 
schedule  time  of  a  first-class  train. 

(2.)  Eng.  will  run  as  special  train,  leaving 

 on  with  the  rights  of  a   class  train, 

 ,  on  the  following  schedule,  w^hich  is  a  supplement 

to  time-table  No.  . 

Leave   . 

Arrive  . 

EXAMPLE. 

{2.)  Eng.  75  will  run  as  special  passenger  trains,  leav- 
ing Geneva,  Thursday,  Feb.  17th,  ivith  the  rights  of  a 


200 


first-class  train  east,  on  the  following  schedule,  which  is 
a  supplement  to  time-table  No.  10 : 

Leave  Geneva  10  a.m. 

Pekin  10  30  a.m.,  passing  No.  12, 

Canton  11  a.m.,  meeting  No,  7, 
Arrive  Athens  11  SO  a.m. 

Example  (2)  creates  a  regular  train  and  the  specified 
meeting  and  passing  points  are  to  be  regarded  as  if 
designated  in  the  same  manner  as  on  the  time-table. 
Such  trains  will  be  governed  by  all  rules  which  affect 
regular  trains. 

Amended  reading,  adopted  October  12,  1892 : 

Form  G.— For  Arranging  a  Schedule  for  an  Extra  Train. 

(1.)  Eng.  will  run  extra,  leaving  on  

on  the  following  schedule,  and  will  have  the  right  of 
track  over  all  trains : 

Leave   . 


Arrive  . 

EXAMPLE. 

{1.)  Eng.  77  will  run  extra,  leaving  Turin  on  Thursday, 
Feb.  17th,  on  the  following  schedide,  and  will  have  the 
right  of  track  over  all  trains : 

Leave  Turin  11  30  p.m. 

"      Pekin  12  25  a.m. 

"      Canton  1  47  a.m. 
Arrive  Rome  2  22  a.m. 

Example  (1)  may  be  varied  by  specifying  particular 
trains  over  which  the  extra  shall  or  shall  not  have  right 
of  track,  and  any  train  over  which  the  extra  is  thus 
given  the  right  of  track  must  clear  its  time  as  many 
minutes  as  such  train  is  required  to  clear  the  schedule 
time  of  a  first-class  train. 


201 


(2.)  Eng.  will  run  as  special  train,  leaving 

'  on  with  the  rights  of  a  class  train, 

 ,  on  the  following  schedule,  which  is  a  supple- 
ment to  time-table  No.  , 

Leave   . 

Arrive  . 

EXAMPLE. 

{2.)  Eng.  75  will  run  as  special  passenger  trains,  leav- 
ing Geneva,  Thursday,  Feb.  17,  with  the  rights  of  a 
first-class  train  east,  on  the  following  schedule,  ivhich  is 
a  supplement  to  time-table  No.  10 : 
Leave  Geneva  10  a.m. 

Pekin  10  SO  a.m.,  passing  No.  12. 
Canton  11  a.m.,  meeting  No.  7. 
Arrive  Athens  11  30  a.m. 

Example  (2)  creates  a  regular  train  and  the  specified 
meeting  and  passing  points  are  to  be  regarded  as  if  desig- 
nated in  the  same  manner  as  on  the  time-table.  Such 
trains  will  be  governed  by  all  rules  which  affect  regular 
trains. 

Amended  reading,  eliminating  the  (2.)  form  and 
example,  adopted  October  16,  1895. 
(See  page  53.)   

Original  reading  of  Form  H  : 

Form  H.— Extra  Trains. 

 will  run  from  to  . 

EXAMPLE. 

(a.)  E7ig.  09  wi'l  run  extra  from  Berber  to  Gaza. 

A  train  receiving  an  order  to  run  extra  is  not  required 
to  guard  against  opposing  extras,  unless  directed  by 
order  to  do  so,  but  must  keep  clear  of  all  regular  trains, 
as  required  by  rule. 

A  "work  train"  is  an  extra,  for  which  the  above 
form  will  be  used  for  a  direct  run  in  one  direction.  The 


202 


authority  to  occupy  a  specified  portion  of  the  track,  as 
an  extra  while  working,  will  be  given  in  the  following 
form  : 

(5.)  Eng.  292  will  ivork  as  an  extra  from  7  a,m.  iintil 
6  p.m.  between  Berne  and  Turin. 

The  working  limits  should  be  as  short  as  practicable, 
to  be  changed  as  the  i:)rogress  of  the  work  may  require. 
The  above  may  be  combined,  thus  : 

(c.)  Eng.  202  will  rnn  extra  from  Berne  to  Turin  and 
ivork  as  an  extra  from  7  a.m.  until  6  p  m.  between  Turin 
and  Rome, 

When  an  order  has  been  given  to  "work"  between 
designated  points,  no  oiher  extra  must  be  authorized 
to  run  over  that  part  of  the  track  without  provision  for 
l)assing  the  work  train. 

When  it  is  anticipated  that  a  work  train  may  be 
where  it  cannot  be  reached  for  meeting  or  passing 
orders,  it  may  be  directed  to  report  for  orders  at  a  given 
time  and  place,  or  an  order  may  be  given  that  it  shall 
clear  the  track  for  a  designated  extra,  in  the  following 
form  : 

{d.)  Work  Train  292  will  keep  clear  of  Extra  223^ 
south,  betiveen  Antiverp  and  Brussels  after  2  10  p.m. 

In  this  case,  extra  223  must  not  pass  either  of  ihe 
,  points  named  before  2  10  p.m.,  at  which  time  the  work 
^ train  must  be  out  of  the  way  between  those  points. 

When  the  movement  of  an  extra  tram  over  the  working 
limits  cannot  be  anticipated  by  thtse  or  other  orders  to  the 
work  train,  an  order  must  be  given  to  such  extra,  to  pro- 
tect itself  against  the  work  train,  in  the  following  form  : 

(e.)  Extra  76  tvill  protect  itself  against  work  train 
extra  95  between  Lyons  and  Paris. 

This  may  be  added  to  the  order  to  run  extra. 

A  work  train  when  met  or  overtaken  by  an  extra  must 
allow  it  to  pass  without  unnecessary  detention. 


203 


When  the  conditions  are  such  that  it  may  be  consid- 
ered desirable  to  require  that  work  trains  shall  at  all 
times  protect  themselves  while  on  working  limits,  this 
may  be  done  under  the  following  arrangements.  To 
example  (b)  add  the  following  words  : 

(f,)  protecting  itself  against  all  trains. 

A  train  receiving  this  order  must,  whether  standing 
or  moving,  protect  itself  within  the  working  limits  (and 
in  both  directions  on  single  track)  against  all  trains,  in 
the  manner  provided  in  Rule  399. 

When  an  extra  receives  orders  to  run  over  working 
limits  it  must  be  advised  that  the  work  train  is  within 
those  limits  by  adding  to  example  (a)  the  words— 

(g.)  Eng,  292  is  ivorking  as  an  extra  betmeen  Berne 
and  Turin,  . 

A  train  receiving  this  order  must  'run  expecting  to 
find  the  work  train  within  the  limits  named. 
Amended  reading,  adopted  October  16,  1895: 

(See  pages  53,  54  and  55.) 


Original  reading  of  Form  J : 

Form  J.— Holding  Order. 

Hold  . 

EXAMPLES. 

{!,)  Hold  No.  2, 

(2.)  Hold  all  trains  east. 

As  any  order  for  which  "  O  K "  has  been  given  and 
acknowledged  operates  as  a  holding  order  for  the  train 
to  which  it  is  addressed,  this  form  will  only  be  used  in 
special  cases,  to  hold  trains  until  orders  can  be  given  or 
for  some  other  emergency.  The  reason  for  holding  may 
be  added,  as  "  for  orders." 

This  order  is  not  to  be  used  for  holding  a  train,  while 
orders  are  given  to  other  trains  against  it,  which  are  not 
at  the  same  time  given  to  it  in  duplicate.    It  must  bie  re- 


204 


spected  by  conductors  and  enginemen  of  trains  thereby 
directed  to  be  held  as  if  addressed  to  them.  Conductors 
when  informed  of  the  order  must  sign  for  it,  and  their 
signatures  must  be  sent  and  "  complete"  obtained. 

When  a  train  has  been  so  held  it  must  not  go  until  the 
order  to  hold  is  annulled,  or  an  order  is  given  in  the 
form  : 

 may  go." 

This  must  be  addressed  to  the  person  or  persons  to 
whom  the  order  to  hold  was  addressed  and  must  be 
delivered  in  the  same  manner. 

Amended  reading,  adopted  October  12,  1892  : 

Form  J.— Holding  Order. 

Hold  at  . 

EXAMPLES. 

(1.)  Hold  No.  2  at  Berlin, 

{2.)  Hold  all  trains  east  at  Berlin. 

As  any  order  for  which  '*  O  K"  has  been  given  and 
acknowledged  operates  as  a  holding  order  for  the  train 
to  which  it  is  addressed,  this  form  will  only  be  used  in 
special  cases,  to  hold  trains  until  orders  can  be  given  or 
for  some  other  emergency.  The  reason  for  holding  may 
be  added,  as  "  for  orders." 

This  order  is  not  to  be  used  for  holding  a  train,  while 
orders  are  given  to  other  trains  against  it,  which  are  not 
at  the  same  time  given  to  it  in  duplicate.  It  must  be  re- 
spected by  conductors  and  enginemen  of  trains  thereby 
directei  to  be  held  as  if  addressed  to  them.  Conductors 
when  informed  of  the  order  must  sign  for  it,  and  their 
signatures  must  be  sent  and  ' '  complete  "  obtained. 

When  a  train  has  been  so  held  it  must  not  go  until  the 
order  to  hold  is  annulled,  or  an  order  is  given  in  the 
form : 

 may  go." 


205 


This  must  be  addressed  to  the  person  or  persons  to 
whom  the  order  to  hold  was  addressed  and  must  be 
delivered  in  the  same  manner. 


Original  reading  of  Form  L  : 

Form  L— Annulling  or  Superseding  an  Order. 

"  Order  No.  is  annulled." 

This  will  be  numbered,  transmitted  and  signed  for  as 
other  orders. 

If  an  order  which  is  to  be  annulled  has  not  been  de- 
^"  "  livered  to  a  train,  the  annulling  order  will  be  addressed 
to  the  operator,  who  will  destroy  all  copies  of  the  order 
annulled  but  his  own,  and  write  on  that : 

Annulled  by  order  No.  . 

An  order  superseding  another  may  be  given,  adding 

'^this  supersedes  order  No,  ,"  or  adding  ''instead 

of  ." 

EXAMPLE. 

iVb.  1  and  No,  2  will  meet  at  Sparta,  instead  of  at 
Thebes, 

An  order  which  includes  more  than  one  specified 
movement  must  not  be  superseded. 

An  order  that  has  been  annulled  or  superseded  must 
not  be  again  restored  by  special  order  under  its  original 
number. 

In  the  address  of  an  order  annulling  or  superseding 
another  order,  the  train  first  named  must  be  that  to 
which  rights  were  given  by  the  order  annulled  or  super- 
seded, and  when  the  order  is  not  transmitted  simulta- 
neously to  all  concerned,  it  must  be  sent  to  the  point  at 
which  that  train  is  to  receive  it  and  the  required  re- 
sponse first  given,  before  the  order  is  sent  for  other  trains. 
Amended  reading,  adopted  October  16,  1895. 
'  (See  pages  57  and  58.) 


206 


EXPLANATORY  NOTES 

Respecting  Block  Signal  Rules  adopted  by  the  Joint 
Committee  on  Interlocking  and  Block  Signals. 


General  Note. 

[The  Committee  has  found  it  desirable  to  leave  blanks  (  )  in 

certain  rules  for  which  times,  distances,  &c.,  are  to  be  supplied 
by  each  company  adopting  them,  as  may  best  suit  its  own  re- 
quirements.] 

For  Rules  501  to  539. 

[Note.— Kules  501  to  539  inclusive,  apply  to  this  system  without 
any  of  the adjuncts."] 

For  Rule  504a  and  504&. 

[Note.— Two  forms  of  Rule  504  are  recommended  : 
504a.  For  blocks  where  following  movements  only  are  to  be 
regulated. 

5046.  For  blocks  where  both  opposing  and  following  movements 
are  to  be  regulated.] 

For  Rule  513. 

[Note.— Hand  signaling  includes  the  use  of  lamp,  flag,  torpedo 
and  fusee  signals.] 

For  Rule  604. 

[Note.— The  following  records  may  be  kept  on  the  block  register: 

a.  The  time  a  train  enters  the  block  in  the  rear. 

b.  The  time  a  train  clears  the  block  in  the  rear  and  enters  the 

block  in  advance. 

c.  The  time  a  train  clears  the  block  in  advance. 

d.  Other  information  as  desired.] 

For  Rule  608. 

[Note.— Additional  bell  signals  may  be  used  if  desired.  The 
telegraph  or  other  equivalent  may  be  used  instead  of  the  bell 
for  transmitting  signals.] 

[Note.— (-)  signifies  pause  between  beats.] 

For  Rule  617a  and  6175. 

[Note.— The  Committee  has  reported  two  forms  of  Rule  617,  be- 
lieving either  to  be  good  practice.] 

For  Rule  626. 

[Note.— Hand  signaling  includes  the  use  of  lamp,  flag,  torpedo 
and  fusee  signals.] 

For  Rule  645a  and  6455. 

[Note.— The  Committee  has  reported  two  forms  of  Rule  645, 
believing  either  to  be  good  practice.] 


\ 


